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International Marine Engineering

VOLUME XVII

JANUARY TO DECEMIBER, 1912

PUBLISHED BY

ALDRICH PUBLISHING CO.

( INCORPORATED )
J7 BATTERY PLACE, NEW YORK, U. S. A.
31 CHRISTOPHER STREET FINSBURY SQUARE, LONDON, E. C.

95009

*365
*278
*191
*238

*68

190
*184
376

Hamburg-American liner [mperator..... *301
Henley, launching of the U. S. destroyer. 202
Henry Bell’s steamboat Comet.......... 352
Holzapfel I., producer gas-driven vessel.. *137
Horsepower and kilowatt, relation of.... B04
Hydraulic dredge design, notes on....... *176
Hydraulic dredge for canal digging 60000 *284
Hydraulic dredges 20-inch’ 222.02 -- +. *181
Hydraulic dredge Waterway............ *435
Imperator, Hamburg-American liner..... *301
Inland water-borne commerce. Ruddle.. 232
Installation of fire-etxtinguishing and
Lumigatin gappaLacusmererpereiteiieiceiets *466
Institution of Naval Architects ........ 149
International Safety Congress.......... 119
Japanese battle cruiser Kongo. Coleman. *313
eM OW GHC coscocodocced0600000 *262
Kongo, launch of. Coleman ........... BUS}
Launch of latest battleships and cruisers. 277
Letitia, steel twin-screw steamer........ 265
Witeboatdesignmlo een tieieterri terete *326
Light-draft steamer Carolina............ *69
Lighters and lighterage. McL. Harding. *14
ightingsotmeanamam Ganalmrermrrrceierrriers *354
Liquid-fuel measurement. Towle. ...*306, 355
Locomotive marine Stages ............. *154
Lumber steamship Adeline Smith....... “SEM,
Marine engineering development........ *305
Marine gas) engines: Percy, ..--......- 8, 47°
Marine producer gas power plants...... *150
McAnarew’s Floating School. McAllister *503
Mechanical equipment of terminals...... *228
Menhaden steamers for the Atlantic Coast *71

Mercantile ship construction. Thearle.. 25
Merchant marine shipbuilding in Japan.. 24

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INDEX.
NOTE,—Illustrated articles are marked with an (*) asterisk
ARTICLES. ° Dimboola, steamship for Australia......
Acetylene lights for Panama Canal...... *354 Dock for testing submarines. Skerrett..
Adeline Smith, lumber steamship........ *331 Draftsman in shipbuilding. Jenkins....
American-Hawaiian steamship Minnesota. *464 Dredge design, notes on. Kindlund.....
American river boats for foreign service. *452 DredzewsDutchmsuctionmerr Ere
Analysis of trial trips of the Florida.... *278 Dredge for canal digging, hydraulic.....
Application of the Junkers oil engine.... *262 Dredge; German Fruhling 3)... ss
INTINSE, [NAPTOGUETANES OF o600000000000000 136 Dredge Graadyb, Danish suction. Holm.
Argentine dreadnoughts ............... *20 Dredge, twenty-inch hydraulic disposal.
Arkansas and Wyoming. Gregory....... *397 Dredge, twenty-inch Morris suction.....
Association of Marine Draftsmen....... 297 Dredgemwatenwayarerieeeieticmiieiii neers
JNAESNHOE (CRY o'o00000000000000000000000 *144 DredgersBassurendewb aasmeniertenrertetietate
Automatic acetylene lights for Panama.. *354 ID RaGKee IVA Gpo0000000000000000000000
Auxiliaries, turbine-driven. Janson..... *54 Dredger, shell suction. Van Brakel.....
Dredges, electrical operation of. Rogers.
Bassure de Baas, bucket dredger........ el sale Dredges) for Rotterdamyye eects
Battle cruiser Kongo. Coleman......... 313 Dredges, two large canal and harbor....
Battle cruiser Princess Royal........... 505 Dry-dock, floating, for Rotterdam.......
Battleship Florida. Gregory............ 191 Dry-dock for British Admiralty.........
Leyes) INGE, coconc00000000000000 70 Dry-dock, 20,000-ton pontoon, floating...
BattleshipmOklahomaperteriierteteretiretrere 70 Dublin, Clyde-built scout cruiser........
Battleships Wyoming and Arkansas...... *397 Duchess of Richmond, railway steamer. .
Boilerssphydraulichrestmotirtetverlcteteleretotetels 139
Bouclier, French destroyer............. 359 DAR TOAS, HALO DNX)s5000000000000000
‘British national experimental tank...... 18 Economy due to superheated steamn......
British scout cruiser Dublin............ 312 Eighth New York Motor Boat Show.....
Bucket dredger Bassure de Baas, French. *171 El Uruguayo, a River Plate steamer....
‘Bucket dredger on the Thames......... *179 Electric trucks for steamship terminals..
Bulkheads, strength of. Murray....... *506 Electrical operation of dredges. Rodgers.
Bureau of Standards investigation of the Electrically propelled passenger steamer...
Effect of hydraulic test of boilers.... 139 ingineering, common sense in..........
Bosal OF WAS IWEWA® ooco00000000000000 168 Engineering progress in the U.,S. Navy..
: English shallow-draft boats.............
Cap Finisterre, steamship ............. *116 English type of shallow-draft towboat...
Carels Diesel-engined ship Eavestone.... *405 Espagne, steamship for French service..
(Cerrolbinn) evel Witgatteoy0b0000000000000 *69 Experimental tank, British National.....
Census report of U. S. shipbuilding.... 29
‘Chinese cruiser Fei Hung............... 246 Fei Hung, launch of the Chinese cruiser.
GittamdilbalermosmeeAttil1 Onterwerstetetsreiehstclers *45 Ferry, driven by gasoline engines.......
City of Detroit IIL.................... *389 Ferry steamer, shallow-draft ........... Middlesex, launch of the collier........ 452
Collier Middlesex .................... 452 Fifty years’ development in the mercan- Mills, floating fertilizer and oil factory.. *420
Collier Neptune .-.......-++++---+0--- *146 tile-ship construction. Thearle ...... Minnesotan, American-Hawaiian steamer *464
Colltion OMA soococc00n000000000000000 *418 Final reports of Titanic inquiries....... Model tests, navigable ................ 45
Col. James M. Schoonmaker and William Fire-extinguishing and fumigating...... Model towing tank, British National..... 18
P. Snyder, Jr. -.....- +e sees eee eee *345 Fire protection of pier sheds. Koon.... Monte Penedo, Diesel-engined ship..... *414
Columbia, lumber and passenger steamer. *407 Fishing schooners, oil-engined .......... MO TENOR ee aie ae eI wt BLL Cea *20
Combination reciprocating engine and Floating dock for Rotterdam........... Motor boats, commercial, gaining favor. *321
Curtis turbine unit, test of........... *112 Floating dock for the British Admiralty. Motor cruising yacht, 45-foot.......... 325
Commercial motor boats gaining favor... “321 Floating docks, large ................. Motor life-boat, design for.............. *326
»Common sense in engineering........... 322 Floating dry-dock, 20,000-ton pontoon.. Motomshipmlavestonemeririt-leeisieriin *405
Cordova, Alaska Steamship Company.... *266 Floating dry-docks for British Admiralty IMotomshipsSelandiaa= seer rer rrr *115, 131
Crown of Toledo .................-.- 156 Florida, analysis of trial trips of. Koon. Motor tank vessel. Gradenwitz......... *360
Genser Ci oooc00000000000000000000 *13 y ‘lorida ¥ natttesinig’ Gregory... 2-9 00010 6 Ye
(Crarigere INST INE 5 5090000006000000000 YS Zrances « new *Fypnth, Jihe stedinsifip 16000 Naparima, shallow-draft steamer......... *439
‘Cuba, cruiser Cuban government........ *13 Frank Tenney, tug-boat .2..%«.€ e790 Naval Architects and Marine Engineers,
<CQuien eeralnont: IAI 5 oqg09000000000000 *12 French destroyer Boyslies Sc3o00000000 x annual meeting ))05.40 5 pea 5, 43, 446
French edgStroggr Sgues iriak trip of.. Naval Architects, Institution of......... 149
Dague, French destroyer, trial trip of... “264 Freight hargdging, JpSogeess dine : Naval architects’ meeting .............. 508
DantemAlighierimm Acti liOnertellertlohrcerlsterent yexall Freight launch, 30-foot ....... Naval collier Neptune ................ *146
Design and mechanical features of gold © < . “<Freég ht steamships Col. June acho: Naval collier Orion ..:........ *418
dredge 2.1. eee sess eset eee eee eee 190 enakes apde av glign P Srpaey, Tr. Navigable model tests.......... : 45
Design for a motor life boat........... *326 Freight tuinsfpran’ antl Iterage.....¢.. Navigation Congress ............ 65, 145, 213
Design of TEINS (HS Sakgitese Percy...8, 47 Fruhling dredge? Getman.. p90090009000 Nelson, molasses tank steamer......... *359
Destroyer Bouclier prc te rete sees sees ees 359 Buel economy, notes on. Rigg.......... Neptune, performance of............... 115
Destroyer Dague, trial trip of........... *284 Buel lighter .......+..seeee eee ee eens ING DtU Me Sp can percent eta Tyee *146
Destroyer Heniey, launching of........ 202 Fumigating and fire-extinguishing....... Nevadan WAnSMabatrlechi pie amanaann 70
Diesel engine for ship propulsion. Diesel 273 INewisleordlon er vot aaa enon aN 358
: : ery = F 5 Be a ot SY SOREN podatdobc0dp000¥0000000
‘Diesel-engine clutch. Wilson........... 64 Gas engines, design and application...... New Wowk, Fan W2sococcsocece 5. *501
‘Diesel-engined oil barge, American-built. *87 Gold dredge! Stuies Capemamveeraeve-c terete rehe tere rete 9,0 lam amneie yet je 11) et akc EEE a
Diesel-engined ship Bavestonesrmieiiielete ae Graadyb, Danish suction dredge. Holm. OillbargewDieseleengineda ee ene #37
Diesel-engined ship Monte Penedo...... 414 Graving dock at Halifax, N. S........... Oil engine, Junkers ......... *962
Diesel-engined vessels. Van Brakel..... *368 Great Lakes bulk freighters Col. James Okino, Uo S bated! nn
Diesel engines, Russian. Wilson........ *269 N. Schoonmaker and William P. Sny- @ldeAmen: eer eid ape 40
4 5 a fs y. ican sound and coasting steam-
Diesel-engined Russian vessels. Wilson. 1 GRy Ihe Moon advanoeShoonDaQD0G00ODNNN om, Brdieo,....... STAM O0L oak
i x Pi RNC ONTO 2 Ss I toile got ae Shy pe ERED) EDEN GocqaMeocobod a : » See
Diesel motor ship Selandia......... : Maly, asst Gulfoil, new tank steamentais ae ciciekelatovoeie Ontario and Sonoma, CASE Bo noses 8)
Diesel motor-tank vessel. Gradenwitz... *860 Gunboatebatriaw Cubanmenrnreriirittt

INDEX, VoL. XVII.

Orama, new Orient mail steamer........ *114
Orion, United States naval collier...... *418
Pacific Coast shipbuilding and repair plant “67
Panama Ganal Act ........-..-.-5----- 411
Panama Canal, acetylene lights for..... *354
Panama Canal, navigation of...........-- 489
Panama Canal tollS..............------« 489
Patria, gunboat Cuban government..... _ “12

Performance of Diesel-engined vessels:.. *368
Personal. .19, 129, 168, 212, 255, 256, 297,
433, 479

Pier sheds, fire protection of. Koon.... *409
Plans for new steamship terminal....... *362
Possibilities of Montauk Point relative to
Atlantic express, passenger and mail
Rane, WWreysveh7 Saocococccosg00000 108
Princess Alice, steamer .........-..-.-- *68
Prize competition for designs of a pas-
senger canal boat for the District of
Meltow, Germany .)...............--- 145
Producer gas-driven cargo vessel......-- *137
Producer gas-power plants.............- *150
Producer gas tow-boats..........-.-.-- "ili
Progress in freight handling..........- 116
Progress in marine engineering. Durand. 99
Propeller, air-reversing ..............-- *156
Repair plant on U. S. battleship........ AQ
Report of the chief of the Bureau of
Steam Engineering ...-........-.---- 66
Results of experiments with a water-tube
boiler, with special reference to super-
heating. Yarrow .....- DovddDouO0 Oo *317
Retrospect of fifteen years of ship de-
sign and construction, Peabody..-... 93

Review of marine articles in the engineer-
ing press....34, 78, 120, 161, 205, 249,
290, 337, 381, 426, 472

Rhyl, dredger ........--.+--+++-+see0> *174
Rivadavia, Argentine battleship...... 720) 155
Robert Muser, side-wheel, tow-boat..... BS O/T) 2,
Russian high-speed Diesel engines....... *269
Russian Diesel-engined vessels. Wilson. “ik
Salvage and testing dock for submarines. *310
Salvage dock for submarines...........- *502
Scout cruiser Dublin ................-- 312
-Selandia, Diesel motor ship. Holm..... UT)
Sciecta, Wile coaso0c0000sc00000900 algiil

Selected marine patents..*44, 85, 130,
169, 212, 256, 299, 344, 388, 434, 480

Shallow-draft boat for Alaskan rivers.... 440
SMneibloneaberte WESBAP Gooocgscgnc00dc00000 *328
Shallow-draft ferry steamers........... *457
Shallow-draft motor boat Wethea....... *450
Shallow-draft motor boats............-.. *453
Shallow-draft steamer Naparima........ *439
Shallow-draft tunnel stern steamer...... *458
Snell suction dredger. Van Brakel..... 83
Shinyo-Maru, Japanese steamship....... allo 2:
Shipbuilding and repair plant........... *67
Shavjooxenllebioy shy IOI. coooccccsnan0co0uc 62

Shipbuilding returns. .25, 49, 119, 154, 160,
172, 175, 231, 272, 312, 364, 367, 408, 433
Shipbuilding of United States........... 29
HIphUMGin sarin a pattereteedetitrerhettelestcrs 24
Side-wheel steamer City of Detroit III.. *389

Slipping clutch for Diesel engine. Wilson *64
Society of Naval Architects and Marine
Engineers, annual meetinug...... 5, 48, 446
Soil IDES, GieeATe) oooco0ae000000000000 *371
Sonoma and Ontario, seagoing tugs...... 268
Standardization of fittings and valves... 309
Start Point, launch of steel screw steamer 332
Steam turbines for. auxiliaries. Janson.. *54
Steam whaling vessels ................. *10
Steamboat trafic. Brown............... 442
Steamer) City, of Detroit IND. ... 32.5... *389
Sicemer Colimlye, coonacosc00000000000 *407
Steamers Condovavecroch irae stele elerelstacere *266
Steamer Crow ofmeloledonrsir-jsieleleleierele 156
Scere? yl WHE ERO: coosccoda00c000000 276
Steamer for New York and Atlantic City *144
SteamenmGulfollectepreicderciictrsteirecieers *109
Steamer Letitia, steel twin-screw........ 265
SteamermNapatimameyrr-velererecieiereieercleleistelsie *439

INTERNATIONAL MARINE ENGINEERING

Steemee INGEN o0000900000000600000000 *359
Sikaavnare Ov o400000000000000000000 *114
Steamer Princess Alice) 27ers o> *68
Siicamear Siete HORE oocoocccnedcn000000 332
Steamers Carolina and Virginia......... *69
Steamship Adeline Smith .............- *331
Steamship) Gap Finisterre ~....-........ *116
Steamship Citta di Palermo. Attilio.... “45
SteamshipmeDimboolamrierieitikeidcrasterit 268
Sicermagdayy ISPEEMGE oocoaccosod0000d0000 *151
Steamshipmbnanceleyelprertrerreirtrre tert la: *238
Steamship Henry Williams ............ *285
Steamshipy Umperator Gieccl-ilelecle ee ele *301
Steamship Mills. Edwards ............ *420
Steamship Minnesotan ................ *464
Steamship New Londoner............... 358
Steamship Shinyo-Maru ............... TY)
Seana Soll IWC accondacossncodc00na Silt
Steamship terminals, trucks for. Haines. *327
Steamships Col. James N. Schoonmaker

pinel Wilber JP, Saxralse coocono00a0000 *345
Subaqueous rock excavation............ 227
Submarine boats for the U. S. Navy.... *257
Submarine salvage and testing dock...... *310
Submarine transport ship..... BIS
Suction dredge, 20-inch ..4,......7: *183

lirf{e*industry. .

Suction dredger for she
Sulzer Diesel-engined sip. Wilson.on /

~~
Superheated steam, ecofiiomy due jo...... oy
Superheating, results o \etperingy Boog *StR\
Surf and Swell, steam fr#wlers. P ‘©. seo. ale)
Tank steamer Gulfoil a abot OY. *109
Tank steamer Nelson ...\..,3.......- 2. #359
Terminal in New York harbor. Sarge Sy Saee
Terminals, electric trucks fork. Haines. .

Tests of a combination reciprocati
gine and Curtis turbine unit.........-
Mhousandelislanderueyertrdacieiieier sinters
Titanic, foundering of
INWEVNS TUGKENSIES oooo0c000n000000000000
Towboat, producer gas
Towboat Robert Muser
Mowboatemshallow-drattmerrierrierrrdeieieiele
Transport ship for submarines..........
Transport ship for submarines..........
Mrawlerspouniandmowelleemrriireltdeliiel
Trial trip of French destroyer Dague....
Trial trips of Florida, analysis of. Koon.
Mugsboatmbran ken neyererrrrysrerciiersict
INES Soraorne, eiacl OFMemi@s oocanvcch0006
Turbine-driven naval collier Neptune....
Turbines for auxiliaries. Janson.......
Tweifth International Navigation Congress
65, 145,
Twenty thousand-ton dry-dock..........

United States battleship Florida. Gregory
United States battleship Nevada........
United States battleship Oklahoma......
United States battleships Wyoming and

lence, (GRAROR, asocoocdocos0g000
United States destroyer Henley..........
United States naval collier Neptune....
United States naval collier Orion.......
United States submarines, modern.......
Wi, TBI, IREVAERORE oon aceoocdbondgoda90006

Water transportation, rail rates and the
Inter-State Commerce Commission....
Watertube boiler, results of experiments

with special teference to superheating
Waterway, hydraulic dredge ...........
Wethea, shallow-draft motor boat........
Whaling’ vessels, steam .......:........
Why steamboat traffic declined before the

TEUNTES7, IBF odocacsocuct0bno0006
William P. Snyder, Jr., and Col. James

IN, SOhooamMAaksr ocodgo0cg000000000000
Winchester, fast steam yacht launched..
Wyoming and Arkansas, U. S. battleships
Yacht, motor cruising, 45-foot..........
Yacht Winchester

*191
70

fea GEE Lima ty.

Vitel

cee LETT
COMMUNICATIONS.

Agkinkwinpgasketstrdlaitreioslerctesieiireterice *203
IN: WYSE? STAND) o ooccn0000vc000DUUpE *286
Attachment of piston to rod. Mason.... *468
Auxiliany, electric splanty) \Dayriesicese sl 335
AN, WROEGL BS THO WOVE. on cop0d00000000000 516
Between the engine and the propeller.... *158
Boiler, explosion of a watertube........ 33
BrokengcrankshaLterranecirecienicn cites a7
3roken-down circulating pump......... 119
Carels-Westgarth Diesel-engined ship.... 379
Circulating pump, broken-down ......... 119
Combustion chamber patch ............. 288
Gondensermbreakdownurerrcroiiceieee *204
Corrosion and scale in boilers.......... 287
Crank pin, how to deal with a loose...... 335
Grankeshatiebprokensnene neers *74
Grossheadmtroublesieeee ere *289
Cruising turbines, efficiency of....... 208, 468
Curious marine mishap. Hill........... *422
Diesel electric drive in the Tynemount.. 470
Draftsman in shipbuilding. Haas....... 470
IDES (MEIN oooagdc0ba0s0000000000000 517
GSAMENO MOG, HOMIE Ao oocococococuc *159
Economy from the stokehold. Linch.... 32
Effect of galvanic action. Brooks....... *423

ficiency of turbines at cruising speeds.
BEVIN? Goo ooa0 add 0000 000DO00000d0N000 203
El@ctric drive in the Tynemount ........ 470
Hleetric plant, auxiliary. Day.......... 335
/inigine-*oom design =..)...-4.-.+.+.5- ee 117
Explosion of a watertube boiler......... 33
losion of stop-valve chest........... 203
Faults in machinery arrangements....... BAY
Fire-extinguishing apparatus ........... 247
Fitting a combustion chamber patch...... 288
Fitting a tail-shaft ring. Hill........... 203
Bracturesonasnuddensheadener eee aaa 421
Galvanic action, effect of. Brooks...... *423
Cadkais, a title 1 ccoscancvovccvndcuone *203
Graphitesingboilerswshordeerr eee 421
High-pressure engine, total breakdown of. 424
How to deal with a loose erank-pin...... 335
In breakdown time. Suzara’........... *379
Wittleyiexperience: aeece orc pisiujereteoatennanets 74
Machinery arrangements, faults with.... *377
Milling the links of valve gear.......... 118
Minor troubles of the marine engineer... *160
Naval Architects’ meeting. Forbes...... 43
Navigation under difficulties....... AOS *287
Needless faults in engine-room design... 117
NOS aiaal WAe GSA Sooccanceccodbecuce *76
Oil-driven electric plant. Day.......... 335
Overhauling winches: Haas -.......... 334
Patching of combustion chamber........ 288
IPGiOM WHYS EWS TONsadodocaccggdesa0c *286
iPresenceroiusal tawatererrieiinieiermices 287
Preventative of scale and corrosion...... 287
~Propeller blade, unique repair to........ MEU
IPN) THOUDIIE Eooocscdga0d0000000006606 204
Reliable hand wheels on valves......... 421
Repair of a broken stern gland.......... *421
Repairing a delivery air vessel. Nesbit. *76
Repainingsanmeccentricurodusrcciee emilee *159
Rivet out of ship’s side under water line. 75
Ruddersheadsetnactunenoteciirectelerersiereiels 421
Scale and corrosion in boilers........... 287,
SSHIGS OF AGHUISNS saccobodoscod0c00000 Boul
Shafting, breaking of. Thomas......... 117
Some notes on the breaking of shafting.. 117
Steamboating on the Amazon........... 471

iv INTERNATION AL MARINE ENGINEERING

Steamship design, weak points in........
Stern gland, repair of
Stokehold, economies from.
Stop valve chest, explosion of..........
Strange noises

Tail shaft ring. Hill
Temporary repair of thrust shaft........
Tightening a loose propeller. Mason....
Total breakdown of high-pressure engine.
Turbines at cruising speed, efficiency of,
203,

Two breakdowns

Unaccountable (?) mysteries
Unique repair to a propeller blade......

Valve gear, mijling the links of..........

Walschaert valve gear. Linch..........
Watertube boiler, explosion of..........
Weak points in steamship design. Linch.
Winches, overhauling. Haas

EDITORIALS.

Accuracy of marine engineering data.....

Condition of shipbuilding in the United

GQiENtigS. conudocuacadp0dauoDODUOGGND0aNN
Development of marine oil engines......
Development of the submarine..........

Economy of superheated steam..........
Economy in the fire-room ..............
Fifteenth anniversary of INTERNATIONAL

MariNnE ENGINEERING
Free trade clause of Panama Canal act...
Freight handling at steamship terminals.

Increase in shipbuilding
Inland waterway commerce
International Congress of Navigation....

Lake freighters
Lloyd’s shipbuilding returns
Loss of the Titanic

Marine Diesel engines in Russia.........

Panama Canal act
Panama Canal tolls

Revival of American shipbuilding.......

Steamship terminals

Turbine-driven auxiliaries

ENGINEERING SPECIALTIES.

INGE COI NKEEOL Soocaon00000H0s000000000
Air-driven boiler-tube cleaner...........
Alluvial washing machines..............
Anchor bushes. Dermatine Co., Ltd.....
Are lights on the Channel lightship......
Arched web steel sheet piling...........
PANItOMaAtiCuCILCUlatOiglertelednererden inert rice
Automatic ejector. Penberthy Injector Co.
Automatic non-return boiler valve.......
Automatic safety water gage............

Battery truck crane. General Electric Co.
Binnacles. Heath & Co., Ltd. ..........
Blue-print equipment
Blue-print paper coating mathine........
Boat davits. Welin Marine Equipment Co.
Boiler, Badenhausen watertube marine...
3oiler, new marine watertube...........

157
*421
32
203
421

203
*30
*247,

424

468
336

339

*431
295
*341

*84

*42,
*294
295
*385
*430
*385

*40,
*384
*165
*210
*476

*83
*124

GhainkspIpemviSemaVAlllCanigerterytererieicretere *294
Circulating test of a Robb-Brady boiler.. *253
Condenser tube for marine work........ 40
Decked! lite-boat, “‘Lundin¥.)..3.--). «1. 2
Dense air ice machine, “Allen”: ......-.. *209
Dermatine cup and ram rings........... *342
IDFEHNNONS Saocccogoo00a000 00000 D00400000 #39)
Dredger hose, North British Rubber _o. *212
Elastic corrugated'tubes. O. N. Beck... *340
Electric arc welding in ship repairs...... *432
Blectricugrab-bucketucranes sardine *431
Electrolytic process, ‘“Cumberland”’...... 384
Emergency cupola. George Green & Co, *82
Engine, gasolene. J. W. Brooke & Co.. *82
Fire extinguishing apparatus............ STI)
Woyraackebeyse QUEUE caovucoscdcooenso00006 *255
ore edusteclmvalv.carerrrcitietiericr erecta: “OMLAL

Gasolene (petrol) electric generating sets *478

Hammer with reversed handle, “‘Boyer”’.. *295
High-power electric tools................
Eligh-speedmtxolleyvaermerrsceiiitcie eters
Horizontal punch, beam bender and bulb

shearing machine. Scriven & Co...*41, 210
Hydraulic dredging pump, 18-in......... *210
Hydraulic Jack, Duff Manufacturing Co. *211

ILRANOEIS GENAG oo OKO nd usCO0DD000000000 *254
gite-savingsappliances pr eeieseciseiitiins *208
Life-saving deck chair. Leoline Edwards. *478
Log. Maritime Instrument Co......... *164
Lubricators, Sterling Machine Co...... *167

Marine feed-water regulator, ‘‘Vigilant’.. *386

Mechanical appliance for loading........ *384
New method of measuring steam consump-

WGN conodgoonsdodobosOUdUOoDDOGOCOOS *254
Oil engine, marine. M. Rumely Co..... 126)
Oil engines, “Fiat,” heavy. Fiat Co.... *38

Oxy-Acetylene apparatus for ship work.. *342
Oxy-Blaugas system. Atlantic Blaugas Co. *340

Patent automatic circulating system..... *255
Patent submersible pump............... 432
P.pe-beinding machine, E. and S......... *296
Positive patent lifting clamp............ F477
Propeller material. Monel metal........ 82

Roller-bearing piston air drills, “Thor’.. *294

Ioturbompump yah CeS mer nren irre cee ir *430
Safety device. J. H. Williams & Co.... *164
Seamless forged steel boiler nozzle,
“Taylor.’”? American Spiral Pipe Works. *209
Seamless steel semi-folding boat........ *341
Sheath screw davits. H. F. Norton..... OY)

Ship log and automatic speed recorder... *128

Ships’ berths. Whitfields Bedsteads, Ltd. *41
Side paddle wheel engines for shallow-
draft steamers. W. Sisson & Co...... *477
Steam acetylene generator.............. *128
Steam@tunbine rs DILOmerielerelseleereererete *129
Steel’ for dredge machinery...........-. cozilel
Steel in dredger building..............- *210
Steele iackmanized#arrerirr renee *209
“Sugar” washing, boilering and rinsing
machine. Thomas Bradford & Co..... *41
The Engineer, marine or stationary?..... 515
Thrust bearings. Planet Engineering Co. *82

Valves, cast steel. Lunkenheimer Co.... *165

Ventilating system

Watertube boiler. W. Sisson & Co., Ltd. *164
Welder, “‘Presto-O.” Prest-O-Lite Co... *296

INDEX VoL. XVII.

TECHNICAL PUBLICATIONS
A B C of Hydrodynamics. de Villamil..
(Na Char tiles serepeiichetterenctisratsiotee eter rath erecta
A Short Course in Graphic Statics. Cath
Hae Evarel (CWEVIES Goobacooodadocoboacn
Applied Methods of Scientific Manage-

NSM, IEEVAIMEGASE GoanoocgdooaDcopuDDN 433
Beeson’s. Marine Directory of the North-
westernuslwakesumBeesOnuereieeri tects 478
Bibliography. Compiled by Peddie...... 387
Centrifugal Pumping Machinery. de Laval 478
Diesel Engines for Land and Marine
Woks - Chaeilitlay Gocadcogoaccad000000 387
Efficiency as a Basis for Operation and
\Werees INMASTEOA soccococaccogemo0Ks 387
Electrical Propulsion of Ships. Hobart.85, 432
Elementary Internal Combustion Engines 432
Engineering as a Vocation. McCullough. 297
Experimental Engineering. Holmes...... 167
Bishtingsshi pss) an cererrtiter reir 524
HoresandwAttn Chattertontsmerrer rte 84

Gas Engine Theory and Design. Mehrtens 84

387

Heat and Thermodynamics. Hartmann..
Hendricks’ Commercial Register of the
United States for Buyers and Sellers.. 433
Eleroes) or science: Gibsonsiseiaciieieeele 479
Kings’ Cutters and Smugglers........... 479
Lifeboat and Its Story. Methley....... 343
Lloyd’s Register of American Yachts,1912 298
Loss of the Steamship Titanic. Beesley. 343
Marine and Naval Boilers.............. 298
Marine Engineering Estimates and Costs. 297
Marine Steam Turbines................ 42, 84
Maximum Production in Machine Shop
andpeHoundryseeknoeppelesrererietrnrr 298
Mechanical World Electrical Pocketbook 167

Mechanical Inventions of To-Day. Corbin 42
Mechanical World Pocket Diary and Year

Booksfor 192M cea teas itole sists 167
Navy League Annual. Burgoyne........ 168
New Navy of the United States........ 387
Power Plant Testing. Moyer .......... 85
Practical Thermodynamics. Cardullo.... 298
Principles of Heating. Snow........... 479
Romance of Submarine Engineering..... 479
Rule of the Road at Sea and Precaution-

ary Aids to Mariners. Hayne........ 479
Ship Wiring and Fitting. Johnson...... 432
Shipyard Practice as Applied to Warship

Construction. McDermaid ........... 85
Steam Engine and Turbine. Heck....... 343
Testing of Motive Power Engines, Royds. 167

Thermodynamics of the Steam Turbine.. 84

The Shipbuilder, International number... 387
Through Holland on the “‘Vivette”...... 433
Twelve Principles of Efficiency. Emerson. 343
Verbal Notes and Sketches for Marine
Daperacers; SOWA oancococco00008000 130

Fletcher.... 42
ROKSoadcasdooodooodad0d

Warships and Their Story.
Western Gate.

International

Marine Engineering

JANUARY, 1932 | : ;

‘, +)

Large Russian Vessels Propelled by Diesel Engines

BY J. RENDELL WILSON

It has been considered by American and British shipbuilders,
engineers and owners that Germany and other countries of
Western Europe had recently made wonderful strides in the
development of the big marine Diesel-type oil engine; and it
was conceded by a few, including Lord Furness, that a revolu-
tion in the propulsion of shipping was not far distant. But it
is almost startling to say now that in Russia this revolution is
almost a thing of the past, and large Diesel vessels have been
quietly in service since 1903, and at the present time internal-
combustion engined ships of 5,000 tons are almost quite com-

and the Ministry of Communication. Credit is also due to the
Russian Government, and to the Kolomnaer Maschinenfabrik
Actien Gesellschaft, of Kolomna. The latter named have en-
gined no fewer than nineteen Diesel ships, of which five were
installed with motors of 1,000 to 1,200 horsepower each, and
only two of the nineteen were under 300 horsepower. In
addition the Kolomnaer Company are equipping five pas-
senger, mail and cargo vessels with oil engines of 1,200 horse-
power per boat, and all will be placed in service in 1911. They
are being built to the order of the Caucasus & Mercury Com-

THE LATEST RUSSIAN DIESEL-ENGINED VESSEL, THE ZORASTER, A 2,000-TON PASSENGER AND CARGO SHIP EQUIPPED WITH TWO 500-HORSE-
POWER DIESEL ENGINES °

mon objects. In INTERNATIONAL MARINE ENGINEERING of
October I was enabled to give a complete resumé of the pro-
gress in Great Britain, Germany, Switzerland, Sweden, Italy,
Denmark, France and the Netherlands, and on page 393 I
referred to the fact that there were a number of big motor
craft in service in Russia, but of reliable data I had very
little. However, I am now able to give some very interesting
examples of Russia’s Diesel fleet. Altogether I have before
me details of some forty vessels ranging from 200 tons to
5,000 tons loading capacity fitted with oil engines developing
up to 1,200 horsepower per boat.

The development in the Near East is due to the enterprise
of such ship owners as the Société Anonyme pour L’Exploita-
tion du Naphte Nobel Fréres, of St. Petersburg; Messrs.
Merkulew Bros., Messrs. Schmidt, The Lubimoy Company,
The Kuloaksky Mineral Works, The Caucasus & Mercury Co.,

pany. The Maschinenfabrik Ludwig Nobel, of St. Peters-
burg, and the Nicolieff Engineering Company also have, I
understand, constructed Diesel engines for naval and cargo
vessels.

The firm of Nobel Bros., which must not be confused with
Ludwig Nobel, placed their first Diesel ship, the Wandal, in
service in 1903, and now possess a fleet of nineteen big motor
craft, and are adding to these very rapidly. JVandal was a
triple-screw boat of 8co tons loading capacity, 244% feet long
by 31 feet 9 inches beam, with 6 feet draft, and was driven
by three triple-cylinder motors, each developing 120 horse-
power at 240 revolutions per minute. At that time Diesel
engines had not reached the reversing stage, so her triple
propellers were driven through del Proposto electrical trans-
mission gear. She has been a very successful vessel, and, I
believe, is still running. During recent years new craft have,

INTERNATIONAL

LS)

MARINE ENGINEERING

JANUARY, IGI2

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PROFILE AND ACCOMMODATION PLANS OF THE 4,800-TON DIESEL-ENGINED SHIP K. W. HAGELIN

of course, been equipped with reversible engines, so that no
clutches or electrical gear is required with the later models.
The illustration of K. W. Hagelin depicts one of the largest
of Messrs. Nobel Bros. fleet. She is the sister ship to
Emmanuel Nobel, so the following description corresponds:
She is a twin-screw oil tanker, with a loading capacity of over

Delo, of which an illustration is also given on the next page,
is a tank ship of 4,000 tons loading capacity and 5,300 tons
displacement; owned by Messrs. Merkulew Bros., and is in
service on the River Volga. She is a twin-screw vessel, fitted
with two quadruple-cylinder, 500-horsepower Kolomnaer
Diesel engines, developing a total of 1,000 brake-horsepower,

ENGINE ROOM OF TUG AND ICE-BREAKER JAKUT, SHOWING ONE OF THE TWO 160-HORSEPOWER POLAR-DIESEL ENGINES

4,800 tons, and was launched in 1910, a year after Emmanuel
Nobel. Her propelling machinery consists of two quadruple
cylinder Kolomnaer engines, together developing 1,200 horse-
power at 150 revolutions per minute, working, of course, on
the Diesel principle. She is 380 feet in length by 46 feet beam,
with a molded depth of 25 feet and 16 feet 6 inches draft,
while her speed is 12 miles. She is engaged in the oil-
carrying traffic on the Caspian Sea, and being funnelless has
a very striking appearance.

which give her a speed of a little over 11 miles an hour.
The engine-room plan shows that on both the port and star-
board side of the main engines there is a three-cylinder oil
motor, which drives a compressor off the after end and a pump
for emptying the main tanks at the forward end. By adopting
this arrangement it is possible for all the starboard (or port)
machinery to be broken down without affecting the working
of the ship, except to reduce the speed or the rate of filling
and emptying the tanks. Each auxiliary engine also drives a

JANUARY, IQI2

small dynamo for lighting purposes. Reversing is carried
out by means of a shaft running parallel with, and on the
offside of, each main engine. At the forward end this shaft
is driven in the reverse direction by intermediate gearing, and
is connected to the propeller shaft by direct gearing. So it
will be seen that when the clutch at the after end of the engine

INTERNATIONAL MARINE ENGINEERING 3

The capacities vary greatly owing to the difference of beam
and draft, which lack of space prevents my giving. All of
these vessels are fitted with Diesel engines. The question,
“Are Diesel ships profitable?” may be answered easily by the
fact that the owners of this fleet have, I understand, paid
an average dividend during the past five years of 15% percent

DELO, A 5,300-TON TANK SHIP FITTED WITH TWO 500-HORSEPOWER KOLOMNAER DIESEL ENGINES

is thrown out of connection, the reversing shaft automatically
comes into engagement. The drawing shows this clearly.

It must not be thought that all these Russian Diesel ships
are oil-tankers. Gallilei and Zoraster, two 1,000-horsepower

craft of the Nobel fleet, are both passenger and ordinary
cargo craft, and are handsome vessels, as commercial craft
go. The illustration of Zoraster gives a good idea of what
Both were launched in

these two interesting boats are like.

on a capital of $11,550,000 (£2,370,000). This capital is now
being increased to $23,100,000 (£4,740,000).

Among the Diesel ships owned by the other firms mentioned
are the following: ~Myssl, a 300-horsepower Kolomnaer-
engined tug on the Volga; that was placed in service in 1908.
Ilia Mirometz, a 600-horsepower Kolomnaer-engined tug, also
on the Volga, but launched. the following year. No. 1 and
No. 2, two passenger boats in service on the Volga, owned

ia Se

ENGINE-ROOM ARRANGEMENT OF

1911, and are examples of up-to-date power craft. They are
270 feet long by 33 feet 4 inches beam, with 20 feet molded
depth and 15 feet 6 inches draft. Each is fitted with two 500
brake-horsepower reversible Diesel engines, running at 200
revolutions per minute. Their net loading capacity is 2,000
tons apiece. Othermotor vessels of Messrs. Nobel Bros. fleet

are: Tonnage and

VESSEL Capacity Length Horsepower Date
SBME oocoacce 800 244 ft. 360 1904
Belemorieeree re 160 110 ft. 6 ins. 140 1908
GRR oooéacece 960 176 ft. 600 1908
Welikoross e280) 188 ft. 800 1909
Maloross +...... 1,280 188 ft. 800 1909
ENS cooovod000 400 105 ft. 320 1909
Samo je clare 350 132 ft. 9 ins. 280 1909
Robert Nobel 1,760 260 ft. 700 1910
Kalmtik 960 190 ft. 600 1910
Ostjak 480 190 ft. 400 1910
Lesgin 480 omnis 400 1910
Oestinwnae tener 480 105 ft. 400 1910
IKMEETIN occcocve 208 140 ft. 200 1910
MEARE cogcodcuo 200 150 ft. 200 1911

THE DIESEL-ENGINED SHIP DELO

by the Ministry of Communication. Karamish, a 600-horse-
power Kolomnaer-engined cargo vessel on the Volga.
Kolomna A and Kolomna B, two 200-horsepower tugs run-
ning on the River Oka. (These two, by the way, are fitted
with horizontal Kolomnaer marine oil engines.) Passagirski I.,
an 800-horsepower Kolomnaer-engined cargo and passenger
ship, running on the Kama and Volga Rivers.

Curiously enough over a dozen of the craft mentioned in
the above two lists are large side paddle-wheelers, which ac-
counts for horizontal engines being fitted in the two cases
referred to above. The majority of the paddle-boats are de-
signed as tugs, and on the River Volga they are used chiefly
for towing huge tank-barges, some of which have a capacity
of over 10,000 tons. To give an idea I may say that one of
Messrs. Nobel’s barges is 545 feet long over all by 72 feet 4
inches beam, with 11 feet 8 inches draft, and has a loading

4 INTERNATIONAL MARINE ENGINEERING

capacity of 10,300 tons. The illustration of Welikoross shows
clearly the type of motor paddle-boat in vogue. She is 188
feet long by 32 feet 6 inches beam and 3 feet 6 inches draft,
and is fitted with two four-cylinder 400-horsepower Kolom-

JANUARY, I912

Caspian Sea, Diesel-engined gunboats (powerfully armed and
heavily armored) of over 1,000 horsepower have been in
service for several years. Those in service on the Volga are
of the shallow draft, funnelless type, and are low-lying in

WELIKOROSS, AN

naer engines, turning at 200 revolutions per minute. The
machinery is installed athwartships, with the paddle-wheel
shaft between the two engines, and the drive is through re-
duction wheel gearing.

It is often said that naval authorities are slow to adopt new

800-HORSEPOWER DIESEL-ENGINED RIVER TUG.
THE VOLGA

MANY VESSELS OF THIS TYPE ARE IN SERVICE ON

appearance with large guns mounted in barbettes. Diesel
engines of 1,200 horsepower are fitted.

The gunboats on the Caspian Sea are of a more seaworthy
and robust type. At the present time the Société Anon.

Chantiers Navals Atelier et Foundiers of Nicolieff are build-

Peerere:
ETE

GE, h

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i
i

fOUR-CYLINDER, 40)0-HORSEPOWER KOLOMNAER MARINE DIESEL ENGINE

ideas, and only tao true of some governments; but this can
hardly be said of the Russian Admiralty, as far as heavy oil-
consuming internal-combustion engines are concerned. I
would respectfully draw the attention of the United States
and British naval advisers to the fact that on the Volga and

ing a Russian revenue cruiser which is being equipped with

a Diesel engine of 1,000 horsepower. It is also reported that
the Russian Government is building an internal-combustion-
engined battleship, which is well on the way to completion,
This report, however, cannot be verified.

JANUARY, I912

INTERNATIONAL MARINE ENGINEERING 5

Naval Architects and Marine Engineers’ Annual Meeting

In the previous issue were published abstracts of the first
ten papers read at the nineteenth annual meeting of the
American Society of Naval Architects and Marine Engineers
recently held in New York. Following are abstracts of the

remaining papers read at this meeting:

No. 11—Ship Calculations Derivation and Analysis
of Methods

BY NAVAL CONSTRUCTOR T. G. ROBERTS, Wig Kb Io

ABSTRACT

This paper deals with the first elements of the subject of
ship calculations, and might, therefore, seem unnecessary to
present before naval architects, but it is expected that the
treatment will interest those who may find in these notes a
shorter or clearer method of teaching the subject compre-
hensively to the student. The methods of calculation dis-
cussed are those for displacement, center of gravity or curyi-
linear figure and waterline, center of buoyancy, center of
gravity of bottom plating and moment of inertia and meta-
center.

No. 12—Economy of the Use of Oil as Fuel for Harbor
Vessels

BY ENGINEER-IN-CHIEF C. A. MC ALLISTER

ABSTRACT

Some very valuable data regarding the economy of the use
of oil as fuel on board the harbor tug Golden Gate, doing
revenue cutter boarding duty at San Francisco, Cal., are given
in this paper. The data show that the investment paid over
100 percent in annual dividends in this particular instance.
The essential details of the apparatus and the results obtained
therefrom were published in an article on page 158 of the
April, 1911, issue of INTERNATIONAL MARINE ENGINEERING.

No. 13—The Marine Terminal of the Grand Trunk Pacific
Railway, Prince Rupert, British Columbia

BY FRANK E. KIRBY AND WILLIAM T. DONNELLY

ABSTRACT

The city of Prince Rupert is located on Kaien Island, which
forms the right of the entrance and the southeast shore of
Prince Rupert harbor. The city proper is laid out over an
area 3!4 miles in length by 1 mile in breadth, on the shore of
the island, with a background rising to an elevation of from
1,600 to 2,000 feet, the general characteristics reminding one
very forcibly of the city of Montreal with Mount Royal be-
hind it. The Grand Trunk Pacific Railway will reach the
coast by the Skeena River Valley, about 15 miles to the south,
and crossing to Kaien Island at its southern end, will closely
follow the shore to and along the water front of Prince
Rupert. The general character of the shore of Prince Rupert
is bold and rocky, falling off very rapidly to a depth of ap-
proximately 20 fathoms. A careful examination of the entire
length of the harbor front of Kaien Island determined Hays
Cove as the only practical place for such a development as
was contemplated; that is, a floating drydock of 20,000 tons
lifting capacity, so designed as to be capable of operating in
sections as a number of smaller docks, an adequate shore plant
comprising electric power generating plant with air compres-
sors, machine shop, boiler and blacksmith shop and covered
construction shed under which the pontoons of the floating
drydock could be built. The dock is to be of such a design

and construction as to be almost entirely built upon the site.
To accomplish this the general plan provides for the practical
completion and equipment of the shore plant before the dry-
dock is commenced. One of the controlling features in the
general plan of this development was the fact that the city of
Prince Rupert will be 600 miles from the nearest base of
supply or point where any considerable assistance, mechanical
or otherwise, can be obtained. It was therefore determined
at the outset that the mechanical equipment, large tools, etc.,
must be of the very best and most complete. Also, that on
account of the high price of labor on the Pacific Coast, ample
provision for the use of power in every way possible should
be made. This has resulted in the design of an electric power
generating station with ample capacity for all present needs
and with a large possibility of extension.

The first work to be undertaken will be the pier. This will
be 420 feet in length and 60 feet in width, the piling being on
10 by 5-foot centers. The pier will require about 600 piles.

At the same time there will be built the platform at the
shore end of this pier, 80 feet wide by 930 feet long, having an
area of 74,400 square feet, and will require about 1,600 piles on
5 by 1o-foot centers. At the western end of this platform
there will be an extension off shore 350 feet long by about 100
feet wide, and at right angles to this an extension 560 feet
long by 80 feet wide for the attachment of the floating dry-
dock. In front of the main platform, east of the pier, there
will be built a launching platform for side launching. This
will be 80 feet wide by 440 feet long, and will be carried on
16-inch piles on 5 by 10-foot centers, braced and reinforced
by heavy piling along the edge over which the launching will
take place.

Electric power is to be furnished for operating the pumping
machinery of the floating dry-dock, for compressing air and to
operate machinery in the various shops, also for furnishing
electric lighting for the plant. The building for the power
plant is to contain both boilers and power plant under one
roof with fireproof dividing walls, and is to be 104 feet wide
by 148 feet long, having a covered area of 15,392 square feet.
The building will be of modern steel-frame construction, the
walls and roof to be of reinforced concrete. There will be in-
stalled six 400-horsepower watertube boilers, supplied with
automatic stokers, chain-grate type. Provision is made for
adding two extra boilers. There is also a provision for the
installation of an economizer, in case it is found that the load
factor warrants the expense. Draft will be obtained by a steel
or concrete chimney 175 feet high and 11 feet in diameter. An
overhead trolley is provided for handling coal from storage
to hoppers above the stokers and also for handling ashes.
Provision is made for receiving coal both by water and rail.
Coal by water will be received at the outer end of the pier, for
the unloading of which there is provided a standard grab-
bucket installation, so arranged as to load cars beneath the
hoppers, the cars to be handled by small yard locomotives to
the coal pocket of 1,000 tons capacity, located adjacent to the
boiler house. Coal received by rail will be delivered direct
from the cars of the Grand Trunk Pacific Railway, which pass
at the rear of the property to the coal pocket approached by
an incline. There will be two main engines of 900 horsepower
each, and while vertical reciprocating compound engines are
specified, using steam at 175 pounds pressure and 258 revolu-
tions per minute, turbine engines will be considered as an
alternate. Jet condensers are shown, but alternate figures will
be taken for surface condensers.

Electric generators are to have a capacity of 600 kilowatts,

three-phase, 25-cycle, 550-volt alternating current. For these

generators there will be provided two steam-driven exciters,
one of 50 kilowatts and one of 25 kilowatts capacity. These
machines are to be direct current, 220 volts. There is also to
be a motor-driven exciter of 25 kilowatts capacity, the motor
for this machine to be a 35-horsepower, three-phase, 25-cycle,
550-volt alternating-current squirrel-cage-type motor. The
entire system of light and power throughout the plant is to be
controlled from the switchboard located on the main floor of
the power house. There will be provided for the erection of
this machinery in the power plant a 15-ton overhead traveling
crane. This will be operated by electricity, and the current
supplied will be from one of the steam-driven exciter sets.
For furnishing compressed air to the shops of the plant there
will be provided a compound Corliss air compressor having
a displacement of 1,580 cubic feet of free air per minute
when operating at 150 revolutions. This compressor is to be
designed for a steam pressure of 175 pounds per square inch
and for an air pressure of 100 pounds. The distribution of the
air will be by means of underground piping through the yard.

The combined boiler and blacksmith shop is to be 76 feet
wide by 150 feet long, the central part to be 33 feet wide,
provided with a 15-ton traveling crane. The design is of the
usual steel-frame shop construction, and will, in this instance,
be covered with wood. The flooring will be of concrete with
heavy foundations for the large tools. The tool equipment
will be very complete, comprising heavy punch and shears,
rolls, plate planer, flanging clamps, etc., heavy steam hammer
and a full equipment of blacksmiths’ tools. The building for
the machine shop will be constructed from the same set of
plans as the boiler and blacksmith shop. The flooring will be
of concrete with special foundations for large tools. Ample
provision is made for thorough lighting, and the building will
be steam-heated throughout. A very complete equipment of
machine tools will be provided, comprising all machinery
necessary to handle the heaviest crank and other shafting of
large steamers; also boring, drilling and turning machinery
for repairing all the secondary machine equipment of steam-
ships. Large tools will be driven by individual motors, the
smaller tools being arranged for group driving. A 15-ton
overhead traveling crane will be provided for both boiler and
machine shop.

On account of the work of building the pontoons for the
floating drydock and the possibility of shipbuilding in the
future, a building shed and woodworking shop were designed.
The shipbuilding portion of the structure is designed to have
a covered width of 86 feet by 300 feet long, with a clear height
under cranes of 50 feet and under girders of 56 feet. The
shop section of this building is to have a width of 80 feet and
a length of 300 feet. The ground floor will be used for ma-
chinery and the upper floor will be used as a laying-out floor.

There will be an office and administration building, 4o feet
wide by too feet long, constructed of wood, two and one-half
stories high. This will be fitted up with drafting room, ac-
counting and bookkeeping department and private offices.

The 20,000-ton pontoon floating drydock is to be almost
entirely constructed at and by the plant of which it is to be
the principal feature. This dock is to have an over-all length
on keel blocks of 604 feet 4 inches, a clear width of 100 feet
and a width over all of 130 feet. The lifting power is the
aggregate of twelve pontoons, of timber construction, each
130 feet long, corresponding to the width of the dock, 44 feet
wide in a direction corresponding to the length of the dock,
and 15 feet deep. These pontoons are to be united by steel
side walls or wings, 38 feet high, 15 feet wide at the bottom
and ro feet wide at the top, the walls being divided so that
the whole structure may be used under ordinary conditions as
three separate docks, one of six pontoons, with an over-all
length of 269 feet, and two of three pontoons each, with an
over-all length of 164 feet each. The largest commercial ship

INTERNATIONAL MARINE ENGINEERING

JANUARY, IQ12

upon the Pacific Coast at the present time is the Minnesota.
This vessel would have a dead weight in ordinary unloaded
condition of approximately 18,000 tons. The machinery for
pumping the dock will consist of centrifugal pumps operated
by electric motors, the capacity of the equipment being suf-
ficient to pump the entire lifting power of the dock in less
than two hours. The structure as a whole is secured to the -
shore by the engagement of clamps on the dock, with a vertical
truss secured to the pile platform or pier in such a way that it
is free to rise and fall with the tide, and when being raised
or lowered with a ship. The location of these attachments is
such that when it is desired to use the dock in three separate
sections, the bow section may be detached and moved around
the corner of the pier work located as shown on the general
plan alongside the platform, and secured in the same manner
as provided for in its original position. To make the other
two sections available as separate docks, it is only necessary to
detach the middle section, comprising six pontoons, from the
pier work and advance it the length of the detached section,
when the sliding clamps upon the wings will coincide with
those used for the previous section when the dock was
operated as a whole. This will allow ample space between the
center and stern sections for the overhang without interfer-
ence of vessels which may be docked on them. As the feature
of a sectional dock to be used as a whole or separately is
somewhat new, it is desired to call attention to the fact that
the three largest commercial docks in the United States,
namely, the 10,000-ton floating drydock of the Tietjen & Lang
Dry Dock Company, built in 1900; the 12,000-ton dock of the
Morse Dry Dock Company, built in 1902 (both in New York
harbor), and the 10,000-ton dock of the Port of Portland,
Portland, Ore., are sectional docks in five sections each. All
of these docks are of timber construction and are giving
excellent service.

No. 1!4—Cargo Transference at Steamship Terminals

BY H. MCL. HARDING

ABSTRACT

The purpose of this paper is to indicate the importance of
terminals in water transportation, and to show the feasibility
of increasing the rapidity of freight movements, of reducing
the handling costs, and of increasing the capacity of existing
terminals by the adaptation of improved mechanical methods.
The figures and data contained in this paper are confined to
miscellaneous package freight, excluding bulk freight, and
mainly refer to export, import and coastwise traffic. The

points covered by the paper are the present movements at

terminals of miscellaneous freight, both outbound and in-
bound, with special reference to the different classes of pack-
age freight; the usual methods of handling cargoes to and
from ships, lighters, drays and cars; a description of the
different kinds of freight transferring machinery, with the
details of the mechanism and comparative costs; conditions to
be fulfilled by any machinery, and the latest adaptation of
different kinds of standard machinery to the freight move-
ments, with a statement of capacity and rapidity of loading
and discharging; installation costs of such machinery, in-
cluding interest and amortization; the cost of operation with
maintenance and comparison with manual cost. In summing
up the advantages of mechanical methods of package freight
movements, of which the most important is the lifting or
hoisting, the author comes to the following conclusions:
1. Greater rapidity in lifting, discharging and distributing;
the delay of transference can be reduced by one-half in com-
parison with manual labor. 2. Economy per ton handled; a
saving effected of at least one-half. 3. Increased holding or
storage capacity at piers. 4. Greater working capacity at
each pier. 5. Less port detention, meaning fewer ships to

JANUARY, I912

transport a given tonnage. 6. Saving in port investment. 7.
Improved dray service and reduction in damage claims from
breakage. 8. A larger return from the money invested in
cargo transferring machinery than from any other element
of a transportation system. This paper will be published in
detail in a future issue of INTERNATIONAL MARINE ENGI-
NEERING.

No. 15—Heavy Oil Engines for Marine Propulsion
BY G. C. DAVISON

ABSTRACT

The Diesel cycle is briefly described and compared with the
Otto cycle, and then the relative advantages of four-cycle and
two-cycle marine engines are summed up, whereby it is shown
that the economy of the four-cycle type results in about 8 or
Io percent less fuel consumption than the two-cycle engine,
but with other conditions, such as heat conditions, turning
moment, reversibility, weight and space, the advantages lie
mainly with the two-cycle engine for marine work. One of
the most important parts of the paper is the discussion of
mechanical problems connected with heavy oil engines. Here
materials, piston speeds, lubrication, piston packing and
stuffing-boxes are duly considered. In summing up, the
author states that the only problems which have had to be
solved are those due to the high-pressure and temperature in
the cylinders. From the results thereby obtained it would
appear that these practical problems are easily and cheaply
solved, whereas it has taken many years of extensive experi-
mental work by manufacturers to investigate and solve these
problems. The author shows to what extent oil engines are
being used for marine purposes, and the advantages of its use
are explained in detail, including economy of fuel, attendance,
weight, space, endurance, repairs, reliability, absence of
smoke, funnels, cleanliness, readiness for action and time for
loading fuel. A proposed installation for a typical high-
powered, coal-burning destroyer is also described to show by
comparison the advantages of the heavy oil engine.

No. 16—Automatic Record of Propeller Action in an
Electrically Propelled Vessel

BY W. L. R. EMMET

ABSTRACT

In studying the problems connected with electric ship pro-
pulsion, the author has encountered some contradictions and
differences of opinion concerning the conditions necessary for
satisfactory reversal. The discussion of these matters and
the lack of definite information which has been discovered
has led to the making of the experiments which are here
recorded, and although the case is not a representative one,
the data being definite and certain have some engineering
interest as a basis of comparison.

The fireboat Graeme Stewart is one of two boats owned by
the city of Chicago. (See INTERNATIONAL MARINE ENGINEER-
ING, September, 1908, December, 1908, and January, 1909.)
They are equipped with General Electric turbines which drive
centrifugal fire pumps. These turbines are also connected to
direct-current generators, and each of the twin-screw pro-
pellers is driven by a motor. The fields of these motors are
separately energized from a constant potential exciting gen-
erator, and speed changes are accomplished by changing or
reversing the field excitation of the generators.

The automatic record of conditions shown by the curve
sheets accompanying the paper was taken by recording am-
meters. With this instrument the record of current variations
is drawn upon a strip of paper, and arrangements are made by
which records of equal time intervals and of propeller revolu-
tions are marked upon the same record. In addition to these

INTERNATIONAL MARINE ENGINEERING 7

records, which are easily provided for, a propeller log was
rigged on an outrigger near the bow of the boat and connected
through an electric circuit in such a manner that a mark was
made upon the record strip every time the propeller made a
revolution. The log was calibrated by repeated runs over
established distances oit the Chicago water front. From the
results of this calibration the speed of the vessel through the
water can be accurately determined from the marks on the
paper down to a speed of about 150 feet per minute.

These automatic records show a rather irregular line for
the current record. The current was regulated by the use
of the field rheostat of the generator and a dead-beat ammeter
in the pilot house, and the average result of the variable
currents shown by records is very close to that shown by the
curves.

From the records taken directly from these instruments
other curves have ,been made showing the variation of speed
to power, slip and average revolutions per minute of the two
propellers, and also a curve showing the relation between the
torque and the time required to stop the vessel.

In considering the reversal conditions shown by these tests,
the propeller characteristics as shown by the slip curve should
be borne in mind. The maximum speed which the vessel is
capable of making is 11 miles per hour, and at this speed
the slip is nearly 19 percent, while at 5 miles per hour it is
only g percent. This increase of slip at higher speeds indi-
cates that the propeller is of insufficient size, and this de-
ficiency must tend to diminish the value of high torque in
reversal.

No. 17— Some Applications of the Principles of Naval
Architecture to Aeronautics

BY NAVAL CONSTRUCTOR WILLIAM MC ENTEE, U. S. N.

ABSTRACT

Considering the essential similarity of the problems in-
volved in aeronautics and in. naval architecture, it is a singu-
lar fact that with the development of the first, both theoretic-
ally and experimentally, but little has been done by the trained
naval architect. There is no doubt that many difficulties could
have been avoided by the earlier experimenters and many
practical advantages can be gained to-day by those engaged
in aeronautical engineering through the use of some of the
fundamental principles of naval architecture. As in naval
architecture, the practical elements dealt with in aeronautics
are: Weight or displacement, buoyancy, stability, resistance,
propulsion and speed. For higher theoretical investigations
the mathematics of stream lines or fluid motion are equally
applicable to each. At the present time the aeroplane appears
to promise greater returns in usefulness, and in any case its
development has recently been so rapid that it attracts more
interest than does the dirigible. For this reason the discus-
sion in this paper is limited to aeroplanes and deals only with
questions of stability and propulsion. The paper will be pub-
lished in detail in a future issue of INTERNATIONAL MARINE
ENGINEERING.

Presentation of the John Fritz Meda)

One of the most notable features of the meeting was the
presentation of the John Fritz medal to the society’s distin-
guished honorary member, Sir William Henry White, which
occurred at the annual banquet which was held in the Grand
Ball Room of the Waldorf-Astoria on the evening of Nov. 17.
The presentation of the medal was by Mr. Onward Bates, of
the John Fritz Medal Board of Award. John Fritz was also
present, and responded most fittingly to Sir William’s ac-
ceptance. The other speakers included Hon. George von L.
Meyer, secretary of the United States navy; the president of
the society, Mr. Stevenson Taylor, acting as toastmaster.

2)
a

S INTERNATIONAL MARINE ENGINEERING

JANUARY, IQ12

Marine Gas Engines: Their Design and Application—V

IBN 1B, INJo IPIBIRKON,

(Continued from page 489, Vol. XVI.)

If the engine be provided with a governor of the throttle
type, at low speeds there will be a weak mixture above the
governor and a much denser mixture below the governor for
If the governor opens instantly the same
action takes place as before, and the engine stops when taking
on a heavy load, the engine having speeded up somewhat with
the mixture already in the cylinders and pipe, and this robs
the pipe above the governor of its rich mixture. During this
time the mixture below the governor has been weakened by
condensation and wire-drawing through the governor, and this
This

mixture seldom backfires, even though weak, because cut off

the same reasons.

provides the engine with a mixture too weak to run.

by the governor.

The proper arrangement for overcoming these various ob-
the object being to allow the car-
buretor to operate under as uniform conditions as possible,
no matter what the engine is doing and no matter how quickly
the conditions in the engine may be changed, the conditions in
the carburetor should change as slowly as possible, the first
requirement being a mixture velocity of about 5,000 feet per
minute in gas pipe, same to be designed for minimum speed of
engine. Above the engine inlet valves should be large cham-
bers, and the branch pipes leading from the manifold pipes to
the branch pipes much larger than the manifold pipes 1f pos-
sible. Near each branch pipe or inlet valve should be an
auxiliary air pipe. In this pipe is a spring check valve with
the spring so adjusted as to allow the valve to open in pro-
portion to the speed of the engine in such a manner as to
maintain a mixture velocity of 5,000 feet for minimum speed
and a slowly increasing velocity, to no more than 7,000 feet,
for maximum speed in order that the mixture pipe may be
filled with a somewhat richer mixture for the higher speeds to
make up for the purer air taken in through the auxiliary air
valve. This system has been found to work perfectly in prac-
tice, particularly when used in connection with a positive-
action carburetor delivering a definite quantity of fuel for each
suction stroke of each cylinder. This arrangement is used
substantially as described by one firm, and it has been found
that the engine will run at the lowest speeds, or at the highest
velocities, with equal ease, and may be instantly changed from
one to the other without chocking, missing, back-firing ot
other symptoms of distress, provided a good carburetor is
used.

When the mixture is too rich it is easily noticed in one of
several ways, partly by the smoking in exhaust pipe; but as
this sometimes also comes from too much lubrication oil it
should be carefully regarded, as the lubricating mixture gives
a blue smoke and the over-rich mixture gives a heavy black.
Also with the over-rich mixture there is a tendency to miss
fire, consequently as the exhaust becomes very hot, and if the
exhaust opening is near enough to the engine, flame appears
with every stroke. The reason for this is that there is so
much mixture to burn in insufficient air in the cylinder that
it must complete burning in the exhaust pipe. If the mixture
is too weak it may be always and positively known by its back-
firing into the carburetor, flame frequently issuing from the
air valve into the carburetor, the reason being that as a weak
mixture is slow burning, and frequently is still burning after
the exhaust valve has closed, it ignites the incoming charge,
which on account of its plentiful supply of air extends the
ignition back to and through the carburetor, a thing which
could not occur with the rich mixture on account of the in-

jections is as follows:

sufficiency of air and of the great cooling action of a rich
mixture on the flame. ;

It should be noted here that gas engines are opposite to
liquid-fuel engines or hydrocarbon engines, in this respect, that
if a gas engine has too rich a mixture it will back-fire into the
exhaust valve, etc., whereas if the mixture becomes too weak
it will fire into the exhaust pipe; the reasons of this are that
the weak mixture, being plentiful in air, will miss when the
two explosions cool in exhaust pipe and then be exploded by
the flame of the next explosion, while rich mixture, not being
cooled by vaporization as with liquid fuel, and being inti-
mately mixed and extremely inflammable and usually in con-
junction with large ports and valves, also being slow burning
and frequently still burning after the exhaust valve has
closed and the inlet valves open, back-fires with the greatest
ease.

In connection with smoke in exhaust pipe it should be noted
that when the carburetor is placed too near the engine or in
very cold weather, when the fuel does not vaporize but is
carried into the engine in a suspended state, the exhaust will
smoke because of imperfect combustion. Hence it is im-

portant that the carburetor should be placed at a proper dis-

tance from the engine, the pipes made of the proper sizes and
the auxiliary air valves placed on the engine near the inlet
valve if the engine is to be of the variable speed type, or may
be placed on or near the carburetor if the engine is of the
constant-speed type for turning generators, etc.

It is not possible for any suction jet carburetor to deliver
fuel in proportion to the amount of air used, for the reason
that as the amount of air used varies so does the rarefication
vary in the suction throat, and the laws governing the flow of
fluids through an orifice are subject to a large variation.
Friction, as in a needle valve, does not vary in the same pro-
portion as the laws which govern the rarefication of a given
amount of gas passing through a constricted orifice. This may
be easily investigated and proved with complicated formule
by those who care to take the trouble.

The ideal carburetor will measure a definite quantity of fuel
for each stroke of the engine; this quantity to be varied by
definite action by the governor, only such minute quantities of
fluid are extremely hard to measure accurately, and it is
doubtful if it can be done at all in single strokes, but by having
the carburetor deliver sufficient for three or four piston dis-
placements, or even more, and then having this measured
amount passed through a spray nozzle, perhaps practical re-

sults may be reached.

Carburetors for alcohol, kerosene (paraffin) and heavy dis-
tillates require jacketing, because these fuels are not vaporized
at atmospheric temperatures. With alcohol it should be re-
membered that shellaced cork floats cannot be used, as the
alcohol destroys the shellac and disintegrates the cork.

The temperature of hot jackets must be carefully adjusted
for the fuel, because if too hot the carbon residue is left, and
if too cold only the lighter and more volatile parts of the fuel
are used. With alcohol it is sufficient to have the carburetor
at the heat of boiling water; in other words, the carburetor
may be jacketed with heated water from the engine jacket.
Alcohol may even be used in an ordinary carburetor, provided
the carburetor be first started by gasoline (petrol), but in this
case the alcohol has not been carbureted but is merely in sus-
pension in the air. To make the best use of alcohol the inlet
pipes, valves and carburetor should be jacketed with hot water.

In the case of kerosene (paraffin) it is necessary to have a

JANUARY, I912

very much hotter carburetor. This does not mean a red-hot
plate or retort which involves actual chemical changes, but a
carburetor and inlet pipes which are jacketed with hot gas
from the exhaust and which have been found to give very
good results, otherwise it is entirely a matter of adjustment,
as with any other carburetor.

With the heavy distillates it is better to merely jacket the
carburetor and use highly-heated air for carburetion.
reason is that if the distillates be heated by anything much
over 400 or 500 degrees F. they split up and deposit carbons
and tars, whereas kerosene does not exhibit such tendencies.

The temperature of air used for carburetion is an important
matter; if atmospheric air be used with any of the fuels in
question it may frequently be noticed that the carburetors and
inlet pipes are covered with frost or dew. In such a case
there is very apt to be imperfect carburetion, because the tem-
perature is so reduced by vaporization that the remainder of
the fuel is carried in suspension or condensed on the sides of
the inlet pipe. In practical tests it has been found that the
engine is very apt to smoke on account of unburnt fuel, even
though the mixture be comparatively weak, when the car-
buretor is running very cool, and for this reason it is very
usual to supply the carburetor with heated air.

According to the condition, fuel used, etc., it is usual to heat
this air to all degrees varying from merely warm air, taken
from the vicinity of the engine, to highly heated air, taken
from the lower part of the cylinders or a special exhaust
heater, depending largely on the fuel used and the tempera-
ture obtained. The best results seem to be obtained when the
temperature of the incoming air is such that the carburetor
and pipes do not collect frost and very little dew or outside
condensation.

Many methods have been provided for starting carburetors
with fuel requiring greater temperature than the atmosphere
for vaporization, some having torches, some special attach-
ments; but the most general and practical method is to operate
the engine with gasoline (petrol), either from the same car-
buretor or from another carburetor, until everything is
warmed up. This method causes loss, but nevertheless in-
volves less risk than any other in present use.

The injection of water by means of a water carburetor in
connection with the heavy distillates is a very necessary factor.
This action is not fully understood and can only be speculated
upon. But it is known that heavier distillates may be burned
in connection with it; that the engines run cleaner; that
higher compression may be employed on account of its cooling
action, and that the engines in general run a little cooler.

For the heaviest distillates and crude oil, there have been
many inventions made which intended to utilize same in gas
engines. All of them, so far as is known (and some thousands
of patents have been taken out), may be reduced to one
principle: a retort externally heated, usually by the exhaust
heat of the engine; a place to put the oil in, another place to
take the gas out and the usual means for removing the residue.

The principal feature which militates against their success is
fractional distillation; that is to say, instead of making a per-
manent gas they have distilled the vapors at various tempera-
tures, which makes a condensible vapor, and its products do
not only include lighter hydrocarbon but also heavy tars,
gums, etc., which vaporize in distilling at low temperatures
and play havoc with the engine. As these products are en-
tirely distillates or vapors and not permanent gases, any at-
tempt to wash or scrub them would leave little, if anything,
for the engine, and the quantity of residue in the retort is so
great as to render it mechanically inefficient in a short time.
All the yaporous retorts are either unmechanical or all those
which work well mechanically fail in the following important
respects:

In the first place, the oil should be filtered in order to re-

The:

INTERNATIONAL MARINE ENGINEERING 9

move foreign substances and the heavier clotted hydrocarbon,
so that they will not enter the retort at all. Next the oil,
before being treated by any other process, should be cracked;
that is to say, it should be vaporized, the vapors condensed
against a cold cover and allowed to drop back into the oil bed,
which process reduces the oil to a fine consistency and a more
simple series of hydrocarbons. By referring to a previous
statement it will be noted that temperatures of 1,000 degrees
to 2,000 degrees are necessary to effect chemical combinations
of the various hydrocarbon series and make stable gases.

In calculating the latent heat of oil, together with the tem-
perature, the amount of heat necessary to effect chemical com-
bination in making stable gases, it may be generally accepted
that the exhaust heat of the engine is entirely inadequate to
make stable gases from any kind of oil. Therefore there
should be another source of heat, possibly the oil flame, the
heat of the exhaust being used merely for preliminary pur-
poses, possibly the cracking of the oil. Furthermore, as it is
probable in any event that there will be residue and tar, per-
haps both could be burned externally and furnish this source
of heat. On account of the large proportion of carbon in these
series there is an obvious necessity of additional oxygen and
hydrogen to assist in the making of any stable gas. This may
be supplied by the addition of steam or water in some part of
the process.

Such processes have often been successful in the actual
making of a stable gas, as, for instance, directing an oil spray
against white-hot material in conjunction with steam; the
leading of lighter vapors and steam into a white-hot retort,
or retort heated to 600 degrees C. externally. So much lamp-
black and other by-products are ejected as to render the pro-
cess too expensive for gas engines in a general way, although
it is used at present in a number of instances for want of a
better method. This class of work, however, is not to be
treated with carburetors and belongs more properly to gas
producers, and is taken up in that chapter.

CyLinpers, Heaps, VALves AND Pistons

Material—Nothing about the gas engine involves such care-
ful design and workmanship as the cylinder and,its auxiliaries,
because of the great pressures, high temperatures, sudden
shocks, unequal expansion and wide differences in temperature
of the parts. Therefore the designer is called upon to meet
many most difficult conditions. Because of these same things
mechanical work is rendered much more complicated. In-
stead of making parts to merely fit each other, actual allow-
ances must be made for differences in temperature, and care-
ful consideration must be given to the condition of each
mechanical part under operative conditions.

Cast iron is the most widely used material for gas-engine
cylinders, most cylinders being cast integral with jacket.
Some of the engines made of this material include extremely
high-speed engines of light construction for automobiles,
motor boats and air ships, having cylinders constructed of
special alloys, containing percentages of aluminum, nickel and
other constituents. Cylinders have also been made with simple
steel tops, bushed with cast iron.

In very large engines cast steel is frequently used, the main
object being to get the greatest strength for the least possible
design, but owing to the great factor of expansion of steel
with varying temperatures, great care should be exercised in
the use of same.

Design—There is much discussion as to whether the heads
should be cast integral with the cylinders or separately and
bolted on. It is advisable largely to make the engine with the
heads cast integral, and it is perfectly admissible if small
enough so that the cylinder may be removed easily. But even
this is risky, as frequently the cylinder is not replaced ex-
actly in line. It is probable that small engines are better off

IO ' INTERNATIONAL MARINE ENGINEERING

with heads cast integral, and large engines, say cylinders more
than 5 inches in diameter, should have separate heads.

Certain points should be observed to make separate heads
successful in every way. First, gasket should be used and no
water should pass through gasket, all water connections being
made by outside fittings. Ground joints are used with great
success, provided the head is never removed except by skilled
workmanship, but such a head requires valves mounted in
cages for removable ignitors and piston removable through the
lower end of the cylinder, so that the head need be removed
very seldom, if ever. Hence the ground joint may be assumed
as satisfactory in the hands of highly skilled workmen and
not suitable for mercantile engines, which are liable to be re-
paired by workmen of moderate skill and put together in an
unclean condition.

Owing to the high-pressures and temperatures and small
density of the gases, especially in the case of long-stroke,

JANUARY, IQI2

cerned, consists merely of passages through the jacket, by
means of which the oil may reach the proper point on the
piston. It is customary with most designers to allow the bore
and counterbore to be so arranged that the piston ring tips
each at the top and bottom. This is a refinement entirely
theoretical and not borne out by practice. With the least
change in adjustment of brasses one of the rings is liable to
turn over, if not wreck the engine; unless the case is cast
integral it is possible to get the upper ring in the counterbore
so that the piston may never be removed without breaking it.
An engine in which the counterbore extends from a little
above the top of the piston at the end of its stroke to a little
below the lower end of the piston at the lower end of its
stroke is found to give perfect service in practice, regardless
of the piston and the rings.

Off-set cranks have been the subject of much discussion in
relation to pressure and wear on the cylinder. In a very able

A 96-FOOT STEEL STEAM WHALER BUILT ON THE PACIFIC COAST

slow-running engines, serious losses may be experienced by
leakage through the hot joints. A very successful method
of overcoming this is to extend the head a considerable dis-
iance down on the cylinder; in fact, practically dividing the
cylinder into two halves, one-half of which forms the head,
thereby removing the joint from the point of pressure to a
point just level to the top of the piston at the end of the
stroke. In this case neither gasket nor ground joint is needed,
merely a good mechanical joint.

The methods of making ground joints are well known to all
first-class designers, the only special point with the gas engine
being that they should be so located that they might run as
cold as possible. Many successful gas-engine gaskets are
offered by the trade in asbestos compounds with wire mesh,
asbestos compounds with cloth mesh, copper, copper-enclosing
asbestos, corrugated copper with corrugations filled with
asbestos -<usidurian. ;

The coefficients of expansion for the various methods can
be found in any engineering work, and by applying them first
to the internal wall of the cylinder, running at a temperature
of 600 degrees to 1,200 degrees, depending upon the condi-
tions, and then to the outer jacket, running them 60 degrees to
160 degrees, one can readily ascertain if a dangerous difference
of expansion exists and if the end webs are subject to dan-
gerous stresses.

Provision for lubrication, so far as the cylinder is con-

paper on this subject an eminent authority states that
when the various elements are carefully considered, includ-
ing inertia, velocity, etc., that off-setting of the cranks has
very little effect one way or the other upon cylinder wear or
pressure, but that it does improve lubrication slightly, and has
other advantages which will be discussed in connection with
pistons but does not relate to cylinder pressure. The thermal
cycle is also somewhat improved, because the outgoing stroke
is longer than the return, off-setting of the crank giving a
quick return motion. .
(To be concluded)

Steam Whaling Vessels

The Moran Company, Seattle, Wash., during the present
year built and delivered to the American Pacific Whaling
Company, Aberdeen, Wash., two steel whale hunting vessels.
of the following general dimensions:

Length over alli.....-..- nro: Ee 06 feet.
Length between perpendiculars... 91 feet 6 inches.
Breadth] dedeansenneneer eae 18 feet.
Deny, MOC. ccosococccdovc000 11 feet 2 inches.

The vessels are built entirely of steel, carry one mast and!
funnel, and are equipped for burning oil.

JANUARY, I912

They are each equipped with one single-end Scotch marine
boiler and a vertical triple-expansion engine, with cylinders
II inches, 18 inches, 29 inches diameter and 18 inches stroke,
of 325 indicated horsepower, developing a speed for the ships
of 12% knots.

The most modern whale hunting devices are installed on
each boat. A harpoon gun is mounted on the bow for shooting
harpoons carrying explosive charges, and each is equipped
with air apparatus and towing machines for pumping up the
bodies and taking them to the whaling stations.

These vessels represent the most modern ideas in the
whaling industry. They are named the Paterson and the
Moran in honor of their designer and builders.

INTERNATIONAL MARINE ENGINEERING

tion under banked fires. Added to the economy is the very
valuable asset of safety. The producer plant works on the
suction principle, below atmospheric pressure, consequently no
leakage of gas could occur, and the danger of bursting
boiler tubes, gasoline (petrol) explosions or such mishaps is
eliminated.

The hull will follow the usual steam tug practice, the
arrangement offering a deck and pilot-house to house the
machinery and crew of two. The towing bitts are kept well
amidships, so as to permit of easy and safe handling of a tow
in a seaway. The deck space is large enough to permit carry-
ing passengers on some excursion trip or for freight. In the
pilot-house are the wheel and motor controls and a berth,

Coak

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Galley

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Bunker

Evgine Room
Telegraph (S)

etttun | Pilot
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Flush

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i 5 100 H.R. Wolverine’
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123" 13" =

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{Coal

Seutth—=Brnkes

OUTBOUND FROFILE AND DECK PLAN OF A PRODUCER GAS TOW BOAT

Producer Gas Tow Boat

In these days, when we hear so much of producer gas, it
is interesting to note the accompanying design for a producer
gas towboat from the board of Wm. J. Deed, Jr., naval
architect, of Boston, Mass. The design was prepared for a
customer, who plans to run a route along the Massachusetts
Coast, utilizing the Cape Cod Canal when ready. As there
is much towing for tugs that could be done between such
points as Boston and Fall River or Providence, this small tow-
boat is being planned to be run economically on short runs,
and as she will not have to round Cape Cod after the
canal is in use, a smaller, hence less expensive, boat can be
used.

The small tug is usually run on about 5 pounds of coal per
horsepower-hour. Besides the government requirements of
licensed crew the initial expense is considerably more than a
gas towboat. With the producer tug no licensed crew is re-
quired, and the coal consumption, taking the figures from
actual installations now in operation, will be 114 pounds per
horse-power-hour at the most, including standing-by consump-

with lockers, for the captain. A pipe berth for the other
members of the crew is located in the motor room.

In this motor room is a 100-horsepower producer, made by
the Marine Producer Gas Power Company, of New York,
and a 100-horsepower Wolverine (three cylinders, 12% inches
by 14 inches) motor. This plant complete will weigh, in-
stalled, 17,500 pounds, and will cost $7,500 (£1,540) installed.
The fuel bill for a day’s run can be easily figured and com-
pared with other powers.

There is capacity for a large coal supply, the coal being
stowed about the motor room, under the decks fore and aft,
and in regular bunkers abreast the motor room. ‘The cleaner
of the producer plant is slung under the roof.

In construction this boat will be extremely strong and heavy.
The model being on the hollow keel construction, a rigid
deep keel and motor foundation. For such a trip as this boat
will make she is eminently suited, as she is inexpensive in first
cost, operation and up-keep. She can handle a couple of
barges at fair speed and with ease. She is 60 feet over all,
52 feet 6 inches load waterline, 15 feet breadth over guards,
14 feet 4 inches breadth over plank, and 5 feet 3 inches draft.

12 INTERNATIONAL MARINE ENGINEERING

JANUARY, IQI2

Two New Naval Vessels under Construction for Cuba

The Cuban Government has manifested its intention to
establish a real navy and to take over the burden of policing
its own coasts and halting by its own efforts filibustering ex-
peditions. On the toth of the past October a cruiser and a
gunboat for the Island Republic were launched at the ship-
yard of the William Cramp & Sons Ship & Engine Building
Company, Philadelphia, and, happily, upon the anniversary of
Cuba’s independence.

The gunboat is intended primarily to serve as a training
ship for the enlisted men and the cadets of the navy, and to
that end the little vessel will be typically up to date and quite
equal to the demands of the practical requirements of Cuba’s

GUNBOAT PATRIA

Cape etcont «

bluejackets and her embryo officers. The gunboat, which is
named Patria, has the following principal dimensions:

Length between perpendiculars........... 185 feet.
leXeEhoaL TVHKO GI Goncoadnoddotaoetsoasoaneas 34 feet.
IDSBYN scoo00 fT TTS CHET rc nce oe 22.5 feet.
Niosmanell smeein Ghat 55 occacencoucsecoocec 12 feet.

Displacement, at 12-foot draft, salt water. 1,200 tons.
Speed on measured mile per hour........ 16 miles.

The armament of the Patria will consist of the following
guns:

Two 6-pounder rapid-fire guns.
Four 3-pounder rapid-fire guns.
Four 1-pounder rapid-fire guns.
Two 7-mm,. machine guns,

All of these weapons are of the United States navy standard,
and are mounted as follows: One 6-pounder forward and one
6-pounder aft on the main deck centerline, each gun having,
respectively, a train of fire 45 degrees abaft and forward of the
beam on either side; two 3-pounder guns mounted on each
broadside, one at each corner of the superstructure, and com-
manding wide arcs of fire, and the 1t-pounders, two on each
side, placed amidships where they will be able to do effective

service. The 7-mm. guns are to have field carriages, so that
they can be used with landing parties.

Structurally, the Patria presents no novelties, but she is
representative of the best modern practice. The boat will be
driven by twin screws, actuated by two inverted, vertical,
triple-expansion engines. The stroke will be of 2 feet, and the
cylinders will be of 13-inch, 22-inch and 36-inch diameters,
respectively. At full speed, 7. e., 16 statute miles an hour, the
engines will make 200 revolutions a minute. Steam will be
furnished by two watertube boilers of the Mosher type. These
boilers will have about too square feet of grate surface and
something like 6,000 square feet of heating surface. They will

”

be placed in one compartment. The boat will also be fitted
with a small donkey boiler. The Patria will be furnished
with the following auxiliary machinery:

One main and one auxiliary feed pump, each of the same
size, and either capable of supplying the boilers at full power.

One auxiliary condenser, with combined air and circulating
pumps.

Two fire and bilge pumps of duplicate dimensions.

Two water service and salt water sanitary pumps.

One fresh water sanitary pump.

One main air pump.

One circulating pump.

One evaporator and distiller capable of supplying make-up
feed and drinking water. These are of the Reilly type.

Two forced-draft blowers.

One steam ash hoist of the direct-acting steam cylinder type.

One ash ejector.

The Patria will be provided with accommodations in the
deck-house amidships for twenty midshipmen and ten cadet
engineers. Each stateroom will be arranged to hold from three
to four of these young officers.

The cruiser Cuba will naturally be of more military value

JANUARY, I912

than the Patria. Apart from her regular naval service the
Cuba is designed to be the yacht of the president of the Island
Republic. The presidential suite is finished in mahogany, and
all of the furniture will be of the same rich wood and Chippen-
dale in pattern.

The Cuba has the following principal dimensions and gen-
eral characteristics :

Length between perpendiculars........... 260 feet.
iBeamamoldedteen:,.mpemerea orien ees 39 feet.
Dep thie aera sos oe ere we cere aa 26 feet

INomamell mmcein ChEMIES 500cconccond0ec00K006
Displacement, in salt water, at 13-foot

Gipaiteger ate ics: sc er era a aap nio ae ee
Speed on’measured mile at 13-foot draft..

2,055 tons.
18 miles.

INTERNATIONAL MARINE ENGINEERING 13

a watertight protective deck, which is carried down at the
sides below the waterline, so as to guard the craft against the
admission of large quantities of water in case of injury in the
neighborhood of the wind-and-water region. The cruiser is
fitted with a double-bottom tank for reserve feed water,
and other feed-water tanks will be located in some of
the coal bunkers—the compartments and
supplied with all necessary manholes, suction pipes, etc., for
the purpose.

Both the Cuba and the Patria will be lighted electrically and
furnished with searchlights. There will be two dynamos and
engines of the merchant marine type provided for this pur-
pose. The vessels will be fitted with steering engines of the
Williamson Bros. pattern in conjunction with the William

being cemented

(Copyright, 1911, by R. G. Skerrett)

The Cuba will be armed with the following rapid-fire guns,
all of United States navy standard:

Two 4-inch, of 50 caliber.

Four 6-pounders.

Four 3-pounders.

Four 1-pounders.

Two 7-mm. Colt guns for landing parties.

There will be one 4-inch gun forward and one aft on the
main deck centerline, capable of training abaft and forward
of the beam, respectively, on either side for 45 degrees. The
6-pounders will be mounted two on each side at the forward
and after breaks of the superstructure. The two forward guns
will be able to fire directly ahead as well as 60 degrees abaft
the beam, while the after pair will be able to fire directly astern
and to train 60 degrees forward of the beam. The 3-pounders
will be mounted on the main deck amidships, and the
I-pounders will be placed between these weapons.

The 4-inch guns are protected by armored shields, and the
armament of the Cuba is calculated to make her a very
effective craft against filibusters and smugglers; in fact, a thor-
oughly excellent boat for the police service, for which she is
primarily designed. ©

The Cuba is of steel like the Patria. She is provided with

CRUISER CUBA

Cramp & Sons arrangement for working the cross-head on the
rudder stock by screw gear.

The Cuba is a twin-screw craft, and is to be driven by two
inverted, vertical, triple-expansion engines, having cylinders of
16, 26.5 and 44 inches diameter and a stroke of 26 inches. At
full speed the engines will make 160 revolutions a minute.
These engines are fitted with double-bar Stevenson link re-
versing gears. All cylinders are fitted with piston valves. One
main condenser for the two engines is to be placed in the
after-part of the engine room; suitable exhaust pipes connect-
ing to both low-pressure valve chests. Two watertube boilers,
Mosher pattern, will furnish the steam. These boilers will be
located in a single compartment, and will have 135 square feet
of grate surface and 6,000 square feet of heating surface.
There will also be a small auxiliary boiler. The boilers will
be operated under the closed stokehold system, with an air
pressure not exceeding 2% inches of water when steaming at
full speed. The auxiliary machinery will be a duplicate of
that required for the gunboat.

Both the cruiser and the gunboat will have a wireless tele-
graph system, and will also be fitted with regulation Ardois
light signals.

The Cuba will be able to stow the following supply of
ammunition:

14 INTERNATIONAL

Four-inch, 200 rounds.

Six-pounder, 600 rounds.

Three-pounder, 800 rounds.

One-pounder, 800 rounds.

Seven-mm. Colts, 2,000 rounds.

The ammunition hoists, of which there will be six, are of
Cramp standard type, operated either by electric motors or
hand power, and similar in design to those furnished by the
makers to vessels of the United States navy.

The Cuba, apart from the accommodations for Ker regular
officers, will have quarters for ten midshipmen and cadet
engineers.

These vessels are building agreeably to the requirements
and inspection of the American Bureau of Shipping, and their
combined cost, fully equipped, will represent a contract outlay
of $850,000 (£175,000). The vessels will have their trial trips
in the spring.

Special attention has been given to thoroughly ventilate

MARINE ENGINEERING

JANUARY, I9I2

these vessels, both by natural and induced draft, so that they
may be as comfortable as possible under the climatic con-
ditions of the Cuban waters.

Apart from these vesels the Cuban navy consists to-day of
something like a dozen small craft scarcely worthy of mention
except three of them, of which one is 339 tons, one of 500
tons and one of 538 tons. The other boats are generally below
50 tons with the exception of two, which boast displacements
of 132 and 141 tons, respectively. These vessels have prin-
cipally been engaged in coastal police and revenue service.
In watching for smugglers they have had their time pretty
well occupied, because the shallow, hidden waterways along
parts of the Cuban shores offer very inviting cover for work
of this description.

It is said that the Cuban Government is thoroughly intent
upon the upbuilding of a sufficient naval force to patrol its
coasts efficiently, and the two vessels building in Philadelphia
are only the initial part of the programme.

Lighters and Lighterage in

BY H. McE.

In studying the engineering problem of freight transference
along the water front of cities, it is essential to become familiar
with the various links which bind together the separated rail
and water terminals. Not the least of these links are lighters,
with their methods of operating, called lighterage. By lighters,
and to a much less degree by drays, water-traffic lines are con-
nected with each other and with rail traffic, and in this way
is obtained a practical co-ordination of harbor terminal facili-
There is much to be learned about lighterage, at first
apparently simple, but later found to be complex. In New
York harbor there is a far greater tonnage of water-borne
freight in the slips and piers waiting to be discharged from
lighters than the land-conveyed freight from the long rows
of loaded drays upon the marginal way. The active con-
gestion is mostly in the slips about the steamships, and the
passively waiting congestion upon the other side of the piers.
After understanding all the movements of the freight, then
being free from prejudice or preconceived ideas, it may be
possible to suggest a few principles for easily adapted im-
provements. That branch of harbor terminal engineering per-
taining to freight transference requires personal observation
and experience, as’ little has as yet been published.

The lighter is the water dray. The lighter when covered is
called a barge. The usual harbor lighter can transport from
5co to 800 tons of miscellaneous freight; the land dray from
2 to 4 tons. One lighter load may equal 200 or more dray
loads.

At New York with railway freight the lighterage charge
within the lighterage limits is usually absorbed in the through
traffic rate. Within these lighterage limits of the port of New
York, when there is a separate charge for lighterage, it is
fixed by law at 3 cents per hundred pounds, or 60 cents per
ton. Equivalent carriage by drays would average many times
as much. Including loading, delays, congestion and unloading,
the.time consumed by drayage would average at least six times
as long.

There is no question but that lighterage is more economical
than drayage, and especially so when a fair load can be ob-
tained for the lighter. The towage charge for moving a lighter
a few hundred feet is from $2 to $3 (8/4-12/6), for distances
requiring one-half hour $5 (1/0/10), and per day $100
(20/16/8). A lighter to be rented for monthly periods with
the services of one man is $5 (1/0/10) per day. A number

ties.

* Terminal engineer, 20 Broad street, New York City.

Harbor Freight Transference

HARDING *

of years ago it was estimated the annual cost of drayage in
New York was-over $50,000,000 (£10,300,000) annually. Fig-
ures of total lighterage costs are not available.

Lighterage is a more important factor in terminal trans-
portation in New York harbor than at any other Atlantic port.
Its volume is enormous. This is due to the fact that there are
but few connections between the railroads and piers. This
condition has produced the great fleets of harbor transporta-
tion boats, composed of more than 10,000 craft, of which 1,100
are tugs and steam lighters. These represent an investment of
at least $250,0c00,coo (£51,300,000), and give employment to
more than 60,000 men. <A large number of these vessels are
operated by the transportation companies, but there are thirty
independent lighterage and towing companies. As each of
these lighters has a capacity from 200 to 800 tons, it will be
seen how great would be the total if all could have full car-
goes, probably over 5,000,000 tons. Some of the car floats,
which are a modified form of lighters, are capable of carrying
twenty-three full-size freight cars.

In 1908 the Lehigh Valley had 250 craft, the Baltimore &
Ohio 142, and the New York Central 254. In 1907 the New
York Central fleet moved 304,372 cars on floats, or about 1,000
cars per day, and in addition lightered 1,402,358 tons of bulk
freight, or nearly 5,000 tons per day. Three-fourths of the
harbor freight is moved in lighters and similar vessels.

There is no agreed definition of a lighter or barge, and no
satisfactory dictionary authority upon which to rely. Definition
of a barge in New York harbor would not apply to the barge
on the Thames at London. The word bargee, from London,
is seldom used along the Atlantic coast. The word lighter-
man is as well known here as that of stevedore. The fol-
lowing may be accepted as the nearest agreed definition, not,
however, without exceptions:

A lighter is a vessel with a deck used for the movement
of freight about harbors or in contiguous waters.

The word barge by itself in New York signifies a covered
lighter; that is, a lighter wholly or nearly covered with a shed
or house to protect the goods from the weather. There are
other types of vessels called barges, but these are generally
combined with some descriptive word, as coal-barge, ore-barge,
oil-barge and schooner-barge, and the word is used with great
freedom.

Lighters are of different shapes and construction, some
with both ends square, others with a bow like a sailing vessel

JANUARY, I9Q12

and a rounding or square stern. Some are of wood and others
of steel construction. Those with square ends are considered
the better, as more easily towed and having greater carrying

INTERNATIONAL MARINE ENGINEERING 15

North River barges paying 50 cents (2/1) per day dockage
charges to the city, while lighters are assessed $1 (4/2).
is manifestly unjust.

This

FOUR LOADED LIGHTERS.

capacity. A few still have sails, and a limited number are
equipped with their own propelling power, but most are de-
signed to be towed. The size of the covered lighter, which is
preferred, is 85 to 100 feet long and 30 feet wide. Out of a

BROOKLYN PIERS, SHOWING A CONGESTED SLIP.

fleet of forty lighters and barges two were equipped with their
own power, in appearance like a large tug with a derrick and
space in front for freight, which may be called express freight.
Some lighterage firms make no distinction between lighters
and barges. This may be due to dock and wharfage charges;

LIGHTERS AND

LIGHTER ON RIGHT EQUIPPED WITH A STEAM A DERRICK

At the port of New York the lighterage business is largely
controlled by the transportation companies, but there seems to
be as much fairness as is generally compatible under similar
business conditions. At Philadelphia there is said to be fierce

BARGES, TRANSSHIPMENT SHED AND RAILWAY
TRACKS ALL CO-ORDINATED

competition between the railroads and the lighterage com-
panies. It is asserted that the freight which comes to a rail-
road pier must pass over the lines of the railroad controlling
the pier. Generally the railroads will not allow lighters to
come to their piers and take goods to other rail or water lines.

16 INTERNATIONAL MARINE ENGINEERING

At New York lighters are allowed to load at any piers. In
Baltimore harbor many lighters are in service, and the different
steamship lines have lighters and barges which collect freight
from the various railroad and industrial piers, which freight is
thus lightered to the steamship or its pier.

For the purpose of studying the application of machinery to-

freight transference it is necessary to distinguish between
lighters and barges. A covered lighter will, therefore, be
called a barge. The object of this paper is to ascertain
whether, by means of mechanical methods, the lighters cannot
be loaded and discharged more rapidly, thereby removing
much of the slip congestion, and in addition reducing the ex-
pense of terminal handling between the lighters and the piers,
especially when it is necessary to move the freight the whole
100 feet of distance from the landing berth of the lighter,
which service may be required of the lightermen. It will
make the constructive:methods clearer if there is a description
of the movement of the lighters and barges about the harbor.

Each transportation company in order to secure as much

JANUARY, 1912

cipient of the freight often furnishes men, without charge, to
help the lighterage men to move the freight a longer distance,
or to assist in tiering. The man in charge of the lighter
bringing the freight generally hires his own men from the
dockmen, or men are provided by the recipient transportation
company and charged to the lighterage company bringing the
freight.

The price for moving the freight from the pier to lighter or
from lighter to pier varies per ton, according to character ot
the freight, being less for heavy freight, such as copper, more
for miscellaneous freight, varying from 10 to 20 cents
(o/5-0/10) per ton. This is supposed to be the cost of the
manual labor and is charged against and in the freight rate.
It means, however, only the movement between the lighter
and the pier. The price charged against this freight move-
ment may not cover the cost, but is made up in the freight
charges, the securing the business being of sufficient induce-
ment to permit here a small loss.

In many cases the freight is transferred from the steamship

AN ECONOMICAL INSTALLATION FOR SMALL INLAND RIVER WHARVES.

freight as possible makes many concessions as to the use of its
lighters and lightermen. Some arrangements are public and
under mutual agreements, such as free transportation within
the lighterage limits, which extends from the Battery to 135th
street on the North River, the Battery to Jerome Avenue
Bridge on the East River, and in New York Bay along the
North and East side of Staten Island. There are, however,
other concessions, such as at a less than cost price for loading
or discharging. The large transportation companies have their
own lighters and tugs and deliver through freight free to any
terminal in the harbor within the lighterage limits and like-
wise call for freight under certain conditions. If freight
should come by a certain railroad to be delivered to a steam-
ship company, then the railway company would load it upon
one of its own lighters and transport it to the steamship or
pier and there unload it. If it is to be placed upon the pier
the lighterman is not obliged to move it away from his lighter
more than too feet, and is not required to tier. Where there
is not sufficient adjacent room upon the pier, then the re-

HIGH AND LOW WATER NO OBSTACLE

across the pier directly upon the lighter without rehandling
the loads. In this case the loads are not transported a greater
distance than if they were taken either up or down the pier
and placed there instead of upon the lighter. In such a case
the cost to the steamship company is no more than if the
freight be placed upon its pier, and often there is but a
nominal, if any, charge to the lighterage company. There
being no rehandling or lifting it is possible to place the freight
upon the lighter without expense to the steamship company.
The great expense in terminal freight movements is not in
the mere horizontal movement but in the lifting and preparing
for the horizontal movement.

Lighters are often placed on the other side of the pier
opposite the ship, often two or three side by side, and also
alongside the pier upon the same side as the steamship if the
pier be of sufficient length. Lighters are also placed upon the
off-shore side of the ship along the whole length of the vessel,
and often in two rows. Wherever room can be found a lighter
is there squeezed in. There is naturally much congestion and

JANUARY, I9I2

delay, but everything is done to prevent delay. As soon as a
lighter is loaded or unloaded it is generally removed by the
tugs of the steamship company to some convenient place, as
at the end of the pier, awaiting a tug of its own transporta-
tion company, or if part of the steamship’s inbound cargo it
is carried to its destination within the harbor limits. A large
proportion of inbound freight, if of general merchandise or
for different consignees, is transferred over the piers in order
that it may be inspected, assorted and distributed to the dif-
ferent lighters, according as each lighter is for a different
destination.

An example of this is seen in cotton, each bale of which must
be carefully examined for condition and for marks and cross-
marks. In fact, most all of the package freight must thus be
passed over the pier. A full lighter load, or in some cases

INTERNATIONAL MARINE ENGINEERING 17

powerful hoisting machinery, some 100 tons capacity, for trans-
ferring boilers, engines or similar heavy units, from other
lighters into the ship’s hold. Often pieces of machinery, on
account of bulk or weight, must be loaded in the ship directly
under the hatches, so as to avoid the expense of moving be-
tween decks. They must therefore be held until the vessel is
otherwise loaded. In order to avoid demurrage these heavy
units are transferred from the foreign lighter to the deck of
the lighter equipped with the powerful derrick and there
retained until the ship is ready to receive them, thereby saving
demurrage.

Where there is a certain amount of lighterage freight which
is accustomed to be delivered to a transportation company
daily or at specified times, then there is generally a space re-
served for such lighters alongside the pier or vessel.

AN ENGLISH COAL BARGE.

less, of inbound freight for one location, or for one consignee.
may pass over the ship’s side directly upon the lighter.

As the freight comes from the vessel upon the pier the
checkers decipher the marks and direct the load to pass across
the pier or up or down the pier, and the routers point out the
particular lighter, and men at the gangways opposite the
lighters make another inspection of the marks as a final check
against possible errors.

Lighters often do not convey their full loads on account of
the expense of tiering. In one case only about 200 tons of
bags of rice were placed in the barge instead of its capacity
of 500 tons, on account of the labor cost of higher tiering
being more than the cost of lighterage. It was cheaper to
make two trips than to tier higher by manual labor.

Outbound package or miscellaneous freight almost in-
variably passes over the pier, so that it can be inspected,
counted, checked and, if necessary, measured or weighed.
Outbound bulk freight, or structural steel or similar freight,
is generally taken from lighters, placed on the off-shore side.
When there is not room on the off-shore side freight then
passes across the pier.

One lighter and sometimes two in a fleet are equipped with

APPARATUS FOR CONVEYING COAL FROM THE BARGE TO THE REMOTE BUILDING ON THE RIGHT

It often happens that a lighter has to deliver a part of its
cargo to another company at a different pier. As far as pos-
sible the opportunity for quick unloading is afforded, but often
there are vexatious delays. In such cases the lightered freight
may be left upon the end of the pier some 600 or more feet
from the ship’s gangway, thereby greatly adding to the steam-
ship’s terminal-handling cost,

Any modern plans for harbor improvement should give care-
ful consideration to affording ample facilities for the trans-
ferring of lighterage freight between lighters and the piers
and vessels. There should be slip room between the piers
equal to four or five times the width of the widest steamship
to be there berthed, so that there may be sufficient space for
the lighters on the off-shore side. There should be trans-
ferring machinery on the piers, and special lighters should be
equipped with similar machinery, so as to load and discharge
the lighters in the shortest possible time to prevent the con-
gestion of lighters in the slips and to avoid demurrage. One of
the chief functions in the organization of a harbor is rapidity
of freight movements, which is facilitated by lighterage.

There is the greatest congestion and delay on the off-shore
side of steamships, due to many causes, one of which is that

18 INTERNATIONAL MARINE ENGINEERING

the freight can only be loaded into the steamer as it can be
properly stowed. It will not do to stow heavy freight upon or
in close proximity to fragile freight, or that which may break
or tarnish that of a more delicate nature. The stowing of the
freight in a steamship not only requires excellent judgment,
but there must be an opportunity to select at the proper time
that freight which will be best suited to the vacant spaces. It
therefore often happens that a lighter is held alongside the
pier away from the ship until the stevedore says he is ready
to receive its cargo.

An ideal system of freight transference between steamships
and lighters would be by means of a narrow pier upon each
side of the ship and the lighters on the other side of these
narrow piers. On account of lighters not being the only trans-
porting agencies this is not practical, but it can be approached
by equipping with modern freight-handling machinery a long
lighter or float, with or without decks, which can be placed
alongside the ship and other lighters alongside this float. Such
a float, 250 feet long and 35 feet wide, would have a capacity
when tiered only 12 feet from the floor of more than 1,500
tons. Some of the car floats in New York harbor are 317 feet
in length and are easily handled, and this length could be
used instead of 250 feet. By means of a machinery float of this
description, properly equipped and protected from the weather,
merchandise can be taken directly from lighters to the hatch-
ways of the steamers or to the side ports without any re-
handling, or can be unloaded from lighters upon this float and
left with slings about them, and then, without any rehandling
by manual labor, be lifted by the machinery to the vessel. The
same is true of discharging. If the steamship be discharged
upon this float and the float be filled, it can be moved and
replaced by a similar empty float and lighters loaded from the
empty float. By thus utilizing these floats, lighters can be
readily loaded or discharged. The chief function of this float
is providing machinery for quick, direct freight movements
between the lighter and vessel on the off-shore side and also
to enable lighters to be loaded from the float. There must,
however, be no manual rehandling. Such machinery-equipped
lighters may be considered the equivalent of an extra pier.
The above might serve ‘as one type of machinery-equipped
lighter, though not by any means the only one.

Any machinery to be installed must be able to take freight
from the lighters across the piers to the vessel or to any
points upon the piers; that is, to be able to serve every foot of
floor or vertical space, including all the usual intermediate
operations, and also there should be provision for the reverse
movements. All this work must be without rehandling by
manual labor and with continuous rapidity. As the operations
at the beginning and end of freight movements, such as assort-
ing and lifting, distributing and tiering, are more important
than the mere conveying any machinery to produce the con-
tinuous rapidity necessary must be able to hoist as well as
convey.

As, by properly designed machinery installed under expert
engineering advice, the freight can be lifted from the deck
of the lighter, located alongside the pier or the steamship, and
taken into the hatchways of the vessel without manual re-
handling, the present average cost of transference can be
reduced at least 50 percent, due allowance having been made
for maintenance and amortization of the machinery. There
can also be attained that which is considered of more im-
portance; that is, much greater rapidity in loading and dis-
charging. The usual precautions, so as to protect the barge
freight from the weather during transit and while being
loaded or discharged, have received careful consideration. The
one dominant provision to which everything else has been sub-
ordinated, so as to secure rapidity, economy and the least
breakage, has been freedom from rehandling by manual
labor.

JANUARY, I912

The British National Experimental Tank

BY PROF. HAROLD A, EVERETT

The idea of a National experimental tank in England and
its realization are both due to Mr. A. F. Yarrow. At the
Glasgow meeting of the Institution of Naval Architects in
1901 he proposed that an experimental tank should be estab-
lished under the auspices of the Institution, at which model
experiments should be carried out for shipbuilders and others,
and a committee was appointed to take steps to realize this.
Sir William White, in his paper read béfore the Institution in
1904, emphasized the opinion expressed by the president, the
Earl of Glasgow, in his address to the Institution in 1903,
when dealing with the work of this committee, that the estab-
lishment of a tank for the purpose of' systematic research into
general principles was an urgent matter, and that such a tank
should be located at the National Physical Laboratory. Mr.
Yarrow’s generosity made this scheme possible, when in
April, 1908, he offered to find the sum of $97,500 (£20,000)
for the construction of the tank, provided suitable provisions
were made for conducting research work and for experimental
investigations of a confidential character. With this object he
suggested that a guarantee fund of $9,750 (£2,000) a year for
ten years should be raised.

In response to this offer the Institution of Naval Architects
raised a fund of $6,525 (£1,340), and the executive committee
of the laboratory undertook the responsibility of finding the
additional sums required to work the tank. An advisory com-
mittee, consisting largely of representatives of the Institution,
has been appointed with a view of keeping, the work of the
tank in touch with the needs of shipbuilders and naval archi-
tects, and the tank itself is to be opened just ten years after
Mr. Yarrow’s first proposal. é

The following is a brief description of the tank and of the
apparatus installed:

THe Larce TANK

There are two water basins, the largest constructed of
concrete, varying in thickness from 2 feet to 4 feet-in places:
The dimensions of this basin are:

Tem 9b Oee eye eA ee Nae cee 550 feet.
Bread thipwasneve cate tcc tos ae 30 feet.
Depth emcee cre cet Gara aoe 12 feet 3 inches.

It is provided at the north end with docks for storage and
for easy access to the models, at the south end with a shelving
beach to eliminate the waves formed by the models.

The models used for experiments in this basin will vary in
length from 14 to 20 feet, and will be towed along the water-
way from a carriage, electrically driven, which runs on rails
secured on either side to the top of the tank walls. This car-
riage will travel at any speed from I foot per second to 25 feet
per second.

The equipment of the carriage consists of a grip for holding
the model during the acceleration and retardation periods;
guiding frames at each end to keep the model on a straight
course without restricting its vertical motion; a spring dyna-
mometer by which the model is towed when a steady speed has
been reached. The speed of the carriage is obtained by re-
cording time and distance, the former being given by a clock
which makes and breaks each half second, and the latter by an
electromagnet, the circuit of which is completed by catches
fixed on the rails at 20-foot intervals.

THE SMALL TANK
The dimensions are:

Wengthvoverrallit-pneere cn eeeeernr
Breadth
Depthwotmwaterercreeecaeeeeoeeere

5 feet.
3 feet 3 inches.

A rotary pump is fixed in the tank at the north end, which

JANUARY, IQI2

will enable model experiments with flowing water to be made.
For still-water experiments pits 16 feet deep have been con-
structed on the middle line at each end of the tank. The
model will be propelled and retarded by dropping and raising
weights in either pit, the pull of the weights being trans-
mitted to the model by a fine wire. The speed of the model
will be measured by a vibrating rod of known frequency.

Mopet MAKING

The models are made of paraffin wax. The wax is heated
in a tank surrounded by hot water which is kept circulating
by a small boiler. The castings are made in a clay mold. The
tank containing the clay is arranged so that two molds for
20-foot models may be prepared at the same time. A traveling
cutter is arranged on top of the mold tank for trimming the
upper surface of the castings.

The models are shaped to the correct form by cutting a
series of horizontal grooves in them on a special machine, and
trimming the wax down by hand to a fair and smooth sur-
face, leaving only the finest trace of these grooves. The
shaping machine will deal with models of a maximum length
of 25 feet. A table for measuring the finished model or mark-
ing any desired lines on the model has been installed.

Steam Trawlers Surf and Swell

The steam beam trawlers Surf and Swell were launched
Dec. 9 at the yards of the Fore River Shipbuilding Company,
Quincy, Mass. Following are the general dimensions:

Length between perpendiculars.....
LT HVE All ccogudoeccocosoo0ee
Breadth, molded
Depthetommanydecks. sees ere
Mean designed draft...............
Indicated horsepower

120 feet 6 inches.
129 feet 6 inches.
22 feet 6 inches.
_13 feet 6 inches.
10 feet 6 inches.

These vessels have straight stem, semi-elliptical stern, raised
quarter-deck and turtleback topgallant forecastle, and are
rigged as pole-masted ketches. The fish hold has a capacity of
50 tons of iced fish, is insulated throughout with cork and
sheathed with spruce, and is divided into bins fitted with port-
able sides, so that the catch after being sorted in the ponds on
deck may be stowed, having the different classes of fish entirely
separated.

On the main deck directly over the fish-hold there is an
ice-crushing machine, through which about 10 tons of com-
mercial blocks of ice can be fed into the hold, broken up into
small pieces of a size best suited for the preservation and
stowing of fish. The engine for running this ice crusher is
so arranged that it can be used for handling the cargo on
arrival at the fish wharf.

There is a turtle deck forward, and upon this deck is
located the anchor-handling gear. On the main deck forward
there is a steel deck house, containing lamp and paint rooms
and entrances to the forecastle and cargo. On the quarter-
deck aft, and embodied with the engine casing, is another
deck-house of steel, which contains quarters for two firemen
and entrance to the cabins and engine room. In the fore-
castle are pipe berths and lockers for the accommodation of
fourteen men, with a galley and mess room located just aft of
the forecastle, containing a shipmate range, refrigerator and
ice-box and the necessary equipment and outfit for the accom-
modation of the entire crew and officers. In the after cabin
there are four berths, with the usual lockers, seats and table,
as required for the accommodation of the ship’s officers. The
captain’s cabin is located on the port side and a cabin with two
berths for the engineers on the starboard side.

For handling the trawl nets and otter boards there are the
usual gallows frames and an 8-inch by 14-inch double-drum
winch, supplied by the Hyde Windlass Company, together

INTERNATIONAL MARINE ENGINEERING 19

with the necessary revolving bollards and fittings to give the
required leads for trawl lines,

The vessels are lighted throughout by electricity, the gen-
erator set being one of 2% kilowatts, 110 volts, built by the
General Electric Company.

Steam is supplied by one Scotch boiler having a working
pressure of 180 pounds, and is of 12 feet 6 inches mean
diameter and 10 feet 6 inches long, with two Morison suspen-

LAUNCHING OF THE SURF

sion furnaces 42 inches diameter, having a heating surface of
1,508 square feet and a grate area of 42 square feet. The
main engine is of the triple-expansion vertical type, having
cylinders of 1234 inches, 22 inches and 36 inches diameter by
24 inches stroke, developing 450 indicated horsepower at 110
revolutions per minute. The condenser is cast onto the back
columns of the main engine, and the air, bilge and feéd pumps
are driven off the intermediate-pressure crosshead.

Personal

Mr. Sipney G. Koon, M. M. E., for four years editor of
INTERNATIONAL MARINE ENGINEERING, and later metallurgist
for the Jones & Laughlin Company, is now associated with
Mr. Walter B. Snow, publicity engineer, 170 Summer street,
Boston, Mass. Also a short time ago Mr. John S. Nicholl,
B. S., lately with the New York Edison Company, and
formerly acting manager with F. W. Horne, importer of
American machinery, Yokohama, Japan, became associated
with Mr. Snow’s staff.

Obituary

A. Cary SmitH, 74 years of age, famous as a designer of
racing yachts and merchant vessels, died Dec. 8 at Bayonne,
N. J. Mr. Smith designed one of the America’s Cup de-
fenders and many schooners, sloops and yawls that have
crossed the Atlantic and were consistent winners of races for
years. Among the steam vessels designed by Mr. Smith were
the Richard Peck, the City of Lowell and the Chester W.
Chapin, and the yacht Meteor, built for the Kaiser.

20 INTERNATIONAL MARINE ENGINEERING

JANUARY, I9I12

Latest Dreadnoughts for South American Republics

In beginning the upbuilding of strong naval powers, con-
sistent with the natural resources and rapidly-growing in-
dustrial and commercial importance of the largest and strong-
est South American Republics, it must be expected that the
latest types of battleships and destroyers should be adopted,
and it is not surprising to find that the initial steps in this
direction have resulted in the creation of dreadnoughts larger
and more powerful than any that had been constructed by
other naval powers at the time of their design. Of most in-
terest is the recent naval construction for Argentina and
Brazil.

ARGENTINE BATTLESHIPS

The recent launching of the Rivadavia at the yards of the
Fore River Shipbuilding Company, Quincy, Mass., May 26,
1911, and the Moreno at the yards of the New York Shipbuild-
ing Company, Camden, N. J., Sept. 23, 1911, give an oppor-
tunity to recapitulate the main characteristics of these dread-
noughts and compare them with the recent additions to the
Brazilian navy. The Argentine battleships have a normal dis-
placement of 26,500 tons at a draft of 27 feet 6 inches. The

located in three separate compartments, and steam is provided
by eighteen Babcock & Wilcox boilers, fitted to burn both coal
and oil, and located in six watertight compartments, three of
which are forward and three aft of the engine rooms. The
bunker capacity includes 4,000 tons of coal and 660 tons of oil,
giving a radius of 10,500 miles at 11 knots, 7,200 miles at 15
knots and 3,600 miles at 22.5 knots. The designed speed of the
ship is 22.5 knots.
Launcuine Deraizs

Nice engineering judgment is involved in bringing a big ship
to a standstill after she leaves her launching ways. Theoretic-
ally, the problem seems a very simple one, but the case of the
Rivadavia at the Fore River yards furnishes a very pretty
example of the way in which calculation has to be tempered
by good judgment in order to secure a successful launching.
The Rivadavia’s launching weight was just under 11,000 tons.
In calculating the resistance required to check the Rivadavia
after she was afloat it appeared that the accumulated energy
of the ship, just as she left the ways, would amount to about
7,000,c00 pounds. This amount of resistance was to be applied

LAUNCH OF THE RIVADAVIA

full-load displacement is 27,500 tons. The principal dimensions
(see INTERNATIONAL MARINE ENGINEERING, May, 1910) are:
Length over all, 604 feet; length between perpendiculars, 585
feet; beam, 95 feet 6 inches; depth, 49 feet 7 inches. The total
weight of armor is 7,600 tons, 680 tons of which consist of
nickel steel, disposed so as to protect the hull from mine and
torpedo attack. The main armor includes a 12-inch belt at the
waterline 200 feet long, which is reduced to Io inches for 75
feet further at each end and finally tapers to 5 inches at the
ends. Above this throughout the length of the vessel is a belt
‘9 inches thick tapered to 8 inches at the upper deck. Six-inch
armer forward and 4-inch aft is used in the upper part of the
structure.

The armament consists of twelve 12-inch 50-caliber guns
mounted in pairs in six turrets, arranged to fire on either
broadside, and six of them forward and six aft. There are
also twelve 6-inch 50-caliber guns in the main citadel and
twelve 4-inch 50-caliber guns.

The vessel is propelled by triple screws driven by Curtis
turbines, with a total horsepower of 39,500. The turbines are

LAUNCH OF THE MORENO

in the shape of manila rope stops connecting fixed chains to
chains attached to dogs on the vessel’s bow. On each side of
the ship there were four sets of heavy chains, two fixed, these
being anchored to ‘dead men” sunk deep. in the ground; the
other two being attached to dogs on the ship. The ship’s bow
before launching was about even with the anchors of the land
chains; the ship chains on each side were first laid aft well
onto the quarters, and were then brought forward again
towards the bow until their shore ends nearly reached the
anchors of the fixed chains. On each side of the ship, there-
fore, a land chain and a ship chain lay parallel on the ground
for a distance of about 4oo feet. The chains thus paired were
connected by fifty-two stops, or rope cable joinings, in each
pair; the stops were about 20 feet long, and the last two of
each group of fifty-two—that is to say, the two which would
break last—were double. The resistance offered by the cable
stops, therefore, was the breaking strength of 200 single
strands of manila cable, plus the breaking strength of eight
sets of double strands.

Here judgment enters. The blocking under the stern of the

756 O49

JANUARY, IQI2

ship, between the stern and the sliding ways, would offer con-
siderable resistance as the ship slid stern first into the water;
but it was obviously impossible to calculate with any accuracy
the amount of this resistance. Another variable was the con-
dition of the grease with which the ways were flushed. All
previous battleship launchings at the Fore River yards had
been in November, so the August heat had to be considered.
A certain softening of the grease, provided that this softening
did not result in making it too thin, would give the ship more
than the calculated speed based simply on her weight and the
inclination of the ways. The calculation showed that 8-inch
manila cable would offer ample resistance, but Manager Smith,
of the Fore River Company, decided to use g-inch cable, and
the result justified his judgment.

The stops were therefore made of 9-inch manila cable,
manufactured by the Plymouth Cordage Company, and having
an estimated breaking strength of 65,000 pounds. A 20-foot
stop of this cable stretched about 6 feet before breaking, and
the successive stops between the chains were so arranged that
the second stop came under strain and began to stretch before
the first one was broken, while the third stop came under

MANILA STOPS USED AT THE LAUNCHING OF THE RIVADAVIA

strain before the second stop was broken, and so on down the
line. This arrangement provided a nearly constant resist-
ance to the momentum of the ship, the heaviest resistance being
provided in the four double stops at each side, which would
come into play only when the ship had presumably lost most
of her headway. As a matter of fact, every stop, both single
and double, on each side of the ship broke, and the ship came
to a standstill in the water less than 10 feet from where the
last stop gave way. The expenditure of first quality manila
cable was necessarily very large; 24,000 pounds of the finest
Plymouth manila rope were used for the stops, and this 12
tons of cable was destroyed in less than ten seconds, that being
the period of time during which the resistance of the rope was
used to bring the vessel to a stop.

INTERNATIONAL MARINE~ ENGINEERING 21

THE BraAzILtIAN BATTLESHIPS

The Brazilian navy may be divided into two distinct parts—
the present fleet and the vessels ordered in Great Britain
under the administration of President Affonso Penna, accord-
ing to the 1906 naval programme. The present fleet may be
said to be composed of thirty-one units, including eight small
vessels for the patrol! of the inland river stations and three
transports. These ships are all somewhat old, with the pos-
sible exception of the two coastguard cruisers Deodoro and
Floriano, of 3,162 tons each, and the four torpedo destroyers,
Tupy, Tymbira, Tamoyo and G. Sampaio, of 1,190 tons. The

VIEW SHOWING DECK ARRANGEMENT OF THE MORENO

cruiser Barroso, of 3,450 tons, is to be turned into a modern
training ship. The new Brazilian fleet is composed of three
battleships of no less than 19,280 tons each, the Minas Geraes,
the Sao Paulo and the Rio de Janeiro; two scouts, the Bahia
and the Rio Grande do Sul; ten torpedo boat destroyers of
about 560 tons displacement; three submarines and two aux-
iliary vessels. The Minas Geraes, built by Sir W. G. Arm-
strong Whitworth & Company, Ltd., and the Sao Paulo, built
by Messrs. Vickers, Sons & Maxim, Ltd., were delivered at
Rio Janeiro in the fall of last year.

The Minas Geraes and Sao Paulo are sister Sey and the
following is a table giving their main features:

LGN OYSP Allbo scoooacobodosoosootnoc 543 feet.
Length between perpendiculars......... 500 feet.
IByReAGhIN, SNONGC| scoscccodcdasccvan0006 83 feet.

Depa, isxoplelaal 3. covcccoodosocneonveucc 42 feet 3 inches.
ID SRR Riera tas at pH tai i ora Ee PoP 25 feet.
Displacement at 25 feet draft.......... 19,280 tons.
Speedsatenul lEpowereenceeennneeein ec O2siknots:
Indicated horsepower “...-...-..---2.: 28,645

Normal coal capacity on 25-foot draft.. 800 tons.
(oraltbunkericapaciivyaneeee cee ener eere 2,360 tons.

Radius of action determined on 48
hours? trial at 10.6 knots........... 12,813 sea miles,

INTERNATIONAL

iS)
i)

ARMAMENT
Twelve 12-inch 45-caliber guns.
Twenty-two 4.7-inch 50-caliber guns.
Eight 3-pounder guns.
ARMOR

Broadside, g-inch, 6-inch and 4-inch

cemented steel.

ID ROKEBNE GEE coocovcc0g00d0000000000 2 inches.
Main bulkhead sieeeerrereeerirr iti 9 inches.
Guntibanbetiesmanscpce ec cetcerr 12 inches.

Forward and after athwartship bulk-

YSU UAE Bao e ONG Teco da sincodotes 3 inches, 4 inches.

MACHINERY
Engines, triple-expansion, four-cylinder

type.
Diameters of cylinders, high-pressure,
39 inches; intermediate, 63 inches,

and two low-pressure, 73 inches;

stroke, 3 feet 6 inches.
Total cooling surface of condensers. ...24,000 square feet.
Boilers, 18, Babcock & Wilcox type.
JFIGGTAE SEVP so c0000000000000000006 58,370 square feet.

Gratevaneare neritic Cie eee saeiase eral sean els 1,686 square feet.

The difficulty of accommodating such extensive gun equip-
ment, while affording the maximum arc of training for each
gun, falls upon the naval architect. The weight involved for
a pair of 12-inch guns—approximately 5c0 tons, exclusive of
the g-inch armored walls of the barbette, which add 100 tons—
makes it imperative that in action the guns should be of the
greatest service. This is the more essential when one also re-
flects upon the cost of training and maintaining the gun crews.
The engine designer, on the other hand, makes great demands
upon the deck space for his boiler up-takes and engine-room
ventilating shaft. The ultimate test of efficiency rests upon
the compromise made between the two claims. The two
boiler up-takes occupy the minimum of deck area, and the
after one is ingeniously arranged in order to overlap, to a
certain extent, the two engine-room shafts. Around the
up-takes is built a superstructure, on the lower platform of
which there is arranged, forward, adequate latrine accommo-
dation for the men whose quarters are in the main and middle
decks below, and aft the cuisine department, with its exten-
sive stores. The upper platform serves as an officers’ prom-
enade, and around it are hammock-stowing cases, which afford
protection against small gunfire. The boats are housed on the
top of this superstructure, with the exception of the two “sea”
boats, which must always be slung for immediate lowering.
These boats are carried on one heavy double-derrick struc-
ture on each side, built up of channels and braced with trans-
verse channel irons and diagonal bars. These derricks are
pivoted at their base, and by means of the boat hoists can be
canted outwards to enable the boats to be lowered. The
ordinary boats are shipped and unshipped by hydraulic hoists
on the superstructure deck and derricks fitted to the vertical
member of the tripod mast. On this mast there is carried
the gun-control station, with yards for signaling and the aerial
telegraph wires. The superstructure essential to boilers and
machinery, to give a maximum of about 25,000 horsepower,
thus occupies less than one-third of the length of the ship,
and a like proportion of the width.

Forward, as well as aft, it has therefore been possible to fit
two gun-houses in the center line of the ship, these each
accommodating two guns of I2 inches bore and 45 calibers in
length. Amidships, on each side, there is a similar gun-
house; and in order to allow the immense armor hood pro-
tecting the ordnance machinery to rotate through 180 degrees
the deck structure is cut away in a semi-circle. Otherwise the

MARINE ENGINEERING

JANUARY, I9I2

upper deck of the ship is free of obstruction. This freedom
from obstruction is one of the notable features of the ship.
Four of the gun-houses are on the upper deck level, but the
after of the pair of turrets forward and the forward of the
pair of turrets aft are on a level some 12 feet above these, so
that the guns in this case may fire over the guns in front of
them. The centers of the turrets of each pair are about 36
feet apart. Thus eight guns may fire forward, including the
four amidships, eight aft and ten on either broadside. In this
way, it will be recognized, an unusually high proportion of
gun power is utilizable under any conditions of warfare, while
the higher elevation of four of the guns gives them a very
considerable advantage.

The central superstructure in the ship has been utilized for
housing at the forward end, on two different levels, four 4.7-
inch guns, two on each side of the bridge, firing forward in
line with the keel, with a considerable angle of fire abaft the
beam, while aft there are also four such guns similarly ar-
ranged. Six 3-pounder guns have been housed in the super-
structure, and two others are placed one on the top of each of
the higher 12-inch gun-houses, forward and aft. In addition,
there are on the main deck, and therefore within the citadel
of g-inch armor, seven 4.7-inch guns on each side of the ship.
The upper works forward and aft are indented, in order that
the forward and aft 4.7-inch guns on each side may fire ahead
or astern in line with the keel as well as the beam. There are
in all twenty-two 4.7-inch guns. The broadside fire, therefore,
aggregates ten guns firing 850-pound projectiles, eleven guns
firing 45-pound projectiles, and six guns using three-pounder
projectiles. As in each case great rapidity of fire has been
ensured, the armament constituted the most formidable attack
yet provided for in any battleship afloat at that time.

To conform to the desire of the Brazilian authorities, elec-
tricity is utilized for the training of the turrets. Otherwise,
hydraulic power is applied, and for every operation there is
emergency gear, either of the hydraulic type or for manual
working. Air blast is fitted for clearing the gun immediately
after each round has been fired, and there is a water spray on
the rammer, which plays upon the obturator pad immediately
the breech is open, to ensure that any sparks then remaining
may at once be extinguished. The guns are arranged to be
operated through eighteen degrees of elevation, and the gear
is so designed that the guns must be loaded at five degrees of
elevation. The hydraulic power for elevating each gun is
normally under the control of the captain of the turret, but
for loading operations the main valve is thrown out of gear,
so that the gun at once returns to the five degrees of elevation,
and, having been loaded, is again placed under the control
of the captain of the turret for elevation to suit the objective.
The recoil is taken up by hydraulic cylinders in the usual way.

The loading machinery is on the two-stage system, so that
there is no possibility of the magazine being jeopardized by
any accident at the gun platform. The shell rooms under
each turret are sub-divided, and in this connection it may be
stated that a shell chamber has been arranged between the
two engine rooms. The shells are traversed from their bins
by an overhead hydraulic traverser, using toggle-jaw clips, and
arrangements have been made so that this traverser can be
worked by hand. A circular traversing rail is arranged round
the hoist trunk, and the tray for loading the projectile into the
hoist cage travels with the trunk when the turret is being
trained. The door admitting the shot into the cage is inter-
locked with the cage itself. The charges of ammunition are
loaded by hand on the level above the shell rooms. The charge
is put into a hopper in the central portion of the trunk, and
falls into the upper tray of the hoist cage. The cage is ele-
vated by an hydraulic ram working through rope gear to the
working chamber level, where the charge and projectile are
driven by an hydraulic rammer into the upper or gun-loading

JANUARY, I912

hoist cage, which travels to the gun-loading position on guide
rails set to the required curvature. The breech of the gun
having been opened, the upper travel of the cage tilts a loading
tray into the breech of the gun, in order to protect the screw-
thread of the breech. The rammer in use is of the usual chain
type, and its first motion locks the cage, which must, conse-
quently, remain in position until the gun has been loaded.
When the chain rammer is withdrawn from the breech the
cage falls, and the tilting tray is then automatically with-
drawn. The tilting tray has a locking bolt fixed to a slide
arm, which locks the valve of the breech opening and closing
motor, so that the breech block cannot be operated during the
process of loading. It will thus be seen that from first to last
every action must follow the proper sequence from the
moment the charge is put into the hoist at the base of the
turret until the gun is loaded and the breech closed again.

The lower and upper cages can be worked by two distinct
hydraulic systems, electricity being used to supply the emer-
gency hydraulic power. The turret is trained by a variable
speed motor, a separate installation of motor generators
being provided in each turret to supply the current, and there
are suitable resistances to compensate for the variable speeds
required. The worm-wheel is fitted with friction plates,
which are kept up to their work by Belleville springs, so that
there can be no shock upon the motor should the training
gear come hard back against the stops on the turn-table roller
path. On the worm-shaft two bevel wheels are fitted for
transmitting, through chain gear, the manual power for train-
ing the turrets. The electric current for training the turrets
is supplied from the main electric installation on board the
ship, which include six generating sets, consisting of engines
and dynamos, the collective electric power being 3,600 amperes
at 220 volts and 400 revolutions. There are three hydraulic
pumps, in separate engine rooms—two forward and one aft—
connected with one system of pipes, the pressure being 1,000
pounds to the square inch. One of these pumps is practically
sufficient to operate the six turrets.

Great care has been exercised in connection with the cooling
of the magazines, and four of Hall’s CO2 machines are pro-
vided with a collective capacity of 300,000 cubic feet of air
per hour—a capacity greatly in excess of that hitherto fitted.
This is due to the hot climate in which the ship will usually
be serving. Part of this cooling capacity may be utilized in
connection with the food stores.

A special feature of the turrets is the large space allowed
for the operations. The gun-houses seem larger than usual.
The side plating is in one piece, while the tops are in two
pieces only, with a junction down the center. The front, being
12 inches thick, has had to be made in three pieces to form the
gun ports.

The broadside armor amidships is 9 inches in thickness for
a depth of over 22 feet 4 inches, 5 feet of which is below the
normal load waterline. Forward and aft there is a transverse
bulkhead, 9 inches thick, enclosing the barbettes. Forward and
aft the waterline belt is reduced first to 6 inches and then to 4
inches at the ends. The upper strake amidships, extending to
the top deck, is also of 9-inch armor, and within the citadel
thus formed are the 4.7-inch guns on each side. There are
two protective decks, the waterline deck being 2 inches thick
and the upper one 1% inches thick. The 9-inch plates on their
trial were subjected to three rounds, the striking energy in
each case being 9,300 foot-tons. So satisfactory was the re-
sistance to this attack that it was decided to fire a supple-
mentary round, with a striking energy of 10,300 foot-tons.
The result of this was exceptionally satisfactory, the penetra-
tion in no case being 2% inches.

Mr. J. R. Perrett, F. R. S. N. A., the naval constructor of
the Elswick firm, who was responsible for the design of the
Minas Geraes, and who therefore deserves great credit for

INTERNATIONAL MARINE ENGINEERING 23

the increase in gun power, propulsive efficiency of the vessel
and satisfactory disposition of the ordnance, must also be con-
gratulated on the arrangement of the accommodation for the
personnel, for which large provision had to be made. A
study of the complement of the new Brazilian warships shows
that the ratio as compared, for instance, with British ships,
is as 7 to 5. Although this increase may not be proportionately
so large in the case of officers, there is the fact that cabins are
provided for a larger number of petty officers in the Brazilian
fleet than in the British and other navies. As a consequence
a greater number of staterooms had to be provided. All the
officers are accommodated aft on the main and middle deck,
and in view of the large range of temperature experienced in
South America special care has had to be exercised to ensure
healthy conditions. On both the main and middle decks there
is a range of cabins on each side of the ship, and in the middle
deck an innovation in warship design has been introduced by
the adoption of double cabins, inner and outer. The public
rooms, too, occupy the whole of the intervening space, the
cabins opening direct on these public rooms. This was ar-
ranged at the instigation of the Brazilian authorities. There
are obvious disadvantages with such an arrangement, notably
the fact that the officers in the public rooms enjoying social in-
tercourse may disturb the rest of their colleagues in the state-
rooms, while it is unavoidable that the companionways must
lead direct into the public rooms. On the other hand, there is
better ventilation, which in the hot climate of Brazil is an
undoubted advantage. In addition there has been introduced
the thermo-tank system of ventilation, ensuring a constant
supply of air, heated or cooled, according to the atmospheric
temperature prevailing, to every room and living space in the
ship. Another feature is the adequacy of lavatory and bath-
room accommodation. Indeed, so extensive is this that there
is a probability that when the vessel is on service all the
ordinary wash-tank basins will be dispensed with, as they are
more or less a source of danger to health if the dirty water
tanks are not immediately emptied. There is to be added also
the luxury of the barber’s shop, with its equipment for
chiropody, etc. The sailors’ quarters are also in advance of
modern practice, and the sick bays have had very great care
bestowed on their location and equipment.

The machinery was designed and constructed by Messrs.
Vickers, Sons & Maxim, Ltd., of Barrow-in-Furness. The
main engines are of the reciprocating type, and their adoption,
notwithstanding the experience of the firm concerned with
turbine machinery, is a fact to be noted. It is probably due
to the desires of the Brazilian naval authorities. As the Sao
Paulo and Minas Geraes will most frequently be run at low
power, the cost of maintaining the ship in service will be
very low. As regards vibration, the performance of the vessel
at all speeds was very satisfactory, a consequence of the long
experience of the builders of the machinery. The engines are
of the four-cylinder, triple-expansion type, and the working
parts have been proportioned to balance the couples. The
diameters of the cylinders are: Thirty-nine inches in the case
of the high-pressure, 63 inches the intermediate, and 73 inches
for each of the low-pressure cylinders, all having a stroke of
3 feet 6 inches. The distribution of steam is controlled by a
single piston valve in the case of each high-pressure cylinder,
double piston valves being provided for each intermediate
cylinder, and flat triple-ported slide valves for each low-
pressure cylinder. The whole of the valves are actuated by
valve gear of the double-bar Stephenson type, and the low-
pressure valve gear is fitted, in addition, with Joy’s patent as-
sistant cylinders. Double-cylinder steam engines working “all-
round” gear are fitted for reversing purposes, and similar
engines are provided for turning the main engines. All the
cylinders are separate and independent castings, each being
fitted with a separate liner and steam jacketed. The cylinders

24 INTERNATIONAL MARINE ENGINEERING

are supported at the front by wrought steel pillars, and at
the back by cast iron columns carrying the guMe faces. The
bed-plates are of cast steel, the shaft bearings being of gun-
metal, lined with white metal, and secured with wrought steel
keeps. The crank and tunnel shafting is of forged steel and
hollow. The propellers are three-bladed, the bosses and
blades being of manganese bronze. The engines are arranged
to run inwards when going ahead, the starting platform being
in the center of the ship. One condenser is placed on the
wing side of each engine-room. The total cooling surface is
24,000 cubic feet. The air pumps are of the independent twin
type, and are placed one in each engine-room in the wings.
This gives a very roomy compartment, with access to all parts.
This is the more satisfactory as a large shell room and maga-
zine is placed between the engine-rooms.

The boilers, eighteen in number, are of the Babcock &
Wilcox latest type, and are arranged in three boiler rooms,
the total heating surface being 58,370 square feet and the
grate area 1,686 square feet. The supply of air to the stoke-
holds is provided by ten steam-driven fans. Weir’s pumps
supply the boilers with feed-water. Ash ejectors and the
usual ash hoists are fitted in each boiler room, and there are
air compressors for sweeping the boiler tubes and other ser-
vices. A complete installation of evaporating and distilling
plant is provided in each engine-room, while in a separate
‘compartment, on the deck above, two cylindrical return-tube
boilers provide steam for the auxiliary machinery throughout
the vessel when the ship is in harbor.

The full speed attained with the Sao Paulo—21,623 knots—
practically equals the average rate attained by the British
dreadnought battleships, although special care had to be ex-
ercised in the design of the machinery in order that the steam-
ing conditions might be easily met when using such coal as is
readily available in South America, since this may not always
be of the high calorific value of the better anthracites, and
in order, also, to meet any deficiency in the skill of the stokers.
Thus, for instance, the proportion of heating surface to grate
area is about 36 to I, as compared with from 30 or 33 to I in
the British service. As a consequence, the boilers of the
Brazilian ships are larger and heavier for a given power, but
there is gain in greater reliability under the conditions of
South American service. Reciprocating engines have been
adopted and have proved of high efficiency, the radius of
action, according to the results of the Sao Paulo trials, being
29 percent greater than that guaranteed, or 12,913 nautical
miles instead of 10,000 at 10 knots. The full speed on trial—
21.623 knots—was realized with 28,645 indicated horsepower,
while the guarantee was for 21 knots. On a trial of about
four hours’ duration, during which six runs were made over
the measured mile, a speed of 21% knots was attained with
25,517 indicated horsepower. On an eight hours’ trial a speed
of 20.99 knots was got with 22,355 indicated horsepower. There
is thus the important advantage of a reliable high speed as well
as a wide radius of action, added to offensive and defensive
qualities of a high order, with a draft of only 25 feet, whereas
in many of the later foreign dreadnought ships the design is
for drafts ranging up to 29 feet and 30 feet. It is obvious
that, especially in South American waters, the Brazilian ships
must have a great tactical advantage in action. It should be
remembered, too, that it is easier to find docking facilities
where draft is thus limited.

As has previously been mentioned, the battleships Minas
Geraes and the Sao Paulo, and the scouts Bahia and Rio
Grande do Sul have been built from the designs prepared by
Mr. J. R. Perrett, the chief constructor to Sir W. G. Arm-
strong, Whitworth & Company, Ltd., who also manufactured
the armaments. The machinery was, however, manufactured
and supplied by Vickers, Sons & Maxim, Ltd., Barrow-in-
Furness; and when it is recalled that no two naval construc-

JANUARY, IQI2

tion firms in the world have had an equally large experience
in warship design and construction, it will be understood that
this association has been to the great advantage of the Re- —
public of Brazil. From first to last the performances of these
ships in gun power, in thermo-dynamic, propeller and ship-
form efficiency, and in maneuvering qualities have been most
satisfactory, and the results must have afforded considerable
satisfaction to his excellency Admiral Duarte Huet de Bacellar
and the other officers of the Brazilian Naval Commission.

The Development of the Merchant Marine
Shipbuilding in Japan.*
BY DR. S. TERANO AND M. YUKAWA

In 1853, when the American fleet, in command of Commo-
dore Perry, appeared off the coast of Japan, the Shogun was
surprised by the enormous size of the warships and awakened
from the indolent dreams of the past. In 1854 a Russian
man-of-war arrived at Shimoda, and was washed ashore by a
tidal wave, and the Russians started to build a wooden
schooner. This gave the Japanese the first opportunity of
observing the construction of a European vessel. The first
shipyard was started in Nagasaki in 1857. Dutch engineers
and shipwrights were employed, and the machinery was from
Holland. In 1861 permission to own large vessels was granted
by the general public. The officers and crew for such vessels
would be supplied by the government if desired. In 1862 the
policy of closing ports to foreign trade was abandoned. In
1876 the site of the Ishikawajima, Tokyo, was leased to a pri-
vate concern. This was the first private shipyard of modern
type in Japan. The superiority of the Western type of vessel
soon became thoroughly recognized.

Japan having no iron it was found more convenient to build
small coasting vessels of wood; larger ones were all imported.
Out of all, about 800 ships, both steamers and sailors, built
from 1870 to 1884 were of wood, the maximum size being 500
tons.

The government in 1900 issued a code of regulations for the
construction of wooden ships. This had a remarkable effect
in improving them. In the early seventies a few iron ships
were built, one, the Asahi Maru, of 406 tons gross, and this
was followed by three others. The first steel vessel, the
Chikugogawa Maru, 664 tons, was laid down in 1890 in
Nagasaki. In 1805 the Suma Maru, of 1,592 tons, was
launched. She was the largest merchant ship built prior to the
“Shipbuilding Encouragement Act,” and was the first ship
fitted with complete cellular double bottom. In 1883 appliances
for repairs were scarce. It was recognized that subsidies should
be granted for shipyard extension; but the difficulties were
still unsettled when, in 1894, the Japan-China war broke out.
The number of merchant ships available for war purposes was
very considerable, but the withdrawal of 240,000 tons from
the trade of the country threatened serious difficulties. The
victorious ending of the war caused the commerce industry of
the country to expand enormously. The protection and en-,
couragement of shipbuilding were deemed necessary, and dur- ;
ing the ninth session of the Imperial Diet bills for the encour-
agement of navigation and shipbuilding were passed with
overwhelming majorities. The rules for ship construction to
accompany the “Encouragement Act” came into force in
September, 1896, and were the first Japanese rules for ship-
building. The law for the encouragement of navigation
showed a remarkable result. The number of ships was
doubled and the tonnage trebled. «i

* Abstract of paper read at the Jubilee Meeting of the Institution of
Naval Architects.

JANUARY, IQI2

The first ships built under the “Encouragement Act,” the
yo Maru of 727 tons, launched in 1897, and the Hitachi Maru,
became famous on account of being torpedoed and sunk in
the Russian war. Since that time the “Encouragement Act”
has gradually increased the ships of Japan. The Russian war,
in 1904, resulted in a large number of merchant steamers
being again taken up for transport service; in consequence,
the shipping trade of Japan was in danger of being actually
stopped, and during the war both the government and private
yards were so busy with repairs that not much work was done
with new construction.

The Tango Maru, of 7,400 tons, was launched in 1904.
After peace was established, the fever for public enterprise
came on, and extensive schemes for the expansion of the
fleet were carried out. The passenger service between San
Francisco, Japan and China demanded faster and better-
equipped ships, and an order was placed for three 20-knot
passenger steamers of 13,500 gross tons each with the Mitsu-
Bishi Works. These boats were turbine-driven and made an
average speed of 20.6 knots. ‘The European service was im-
proved by the addition of six steamers of 8,600 tons each and
16 knots speed. The total amount of subsidies paid has in-
creased year by year, in proportion to the advance of ship-
building, and the progress of the industry has thus been largely
due to the assistance from national funds. The original fish-
ing boats of Japan were junk-built and unseaworthy, but the
“Encouragement Act’ was amended with the object. of im-
proving them, thus enabling the Japanese fishermen to go out
in the open sea; but the most noteworthy event in fishing
boats is the adoption of oil motors.

The first marine engines built in Japan were constructed in
1861, a geared horizontal non-condensing engine with two
cylinders 16 inches in diameter and 157% inches stroke. The
first compound was built in 1873, with cylinders 12 inches,
21 inches and 18 inches stroke. Triple-expansion engines
were introduced in 1880 by purchase from England, and the
first one was built in Japan in 1890 at the Mitsu-Bishi Works.
Quadruple expansions were few, the first one being built in
1902. The Kawasaki Dockyard Company, at Kobe, is licensed
to build the Curtis marine turbine, and is now constructing
some for the Imperial navy.

Up to 1887 only iron boilers were built in the country. The
first steel boiler was for the tug Yugawo Maru, 206 tons, the
pressure being 180 pounds. Watertube boilers have not yet
been used in the Japan mercantile service except for the
volunteer fleet.

The number of private yards has increased from 66 in 1896
to 213 in 1910; the majority, however, are very small, and
only capable of building wooden sailing ships or junks. A
few are provided with modern appliances. In the matter of
equipment, the principal shipyards are equal to first-class firms
in Europe and America.

Ships of over 1,000 gross tons were divided into two types—
passenger and non-passenger, which were again sub-divided
into four classes—ocean service, home trade, coasting trade and

smooth-water service—and the subsidies varied according to

the respective classes. The machinery bounty is the same in
all classes. The necessity of promoting the iron and steel in-
dustry was recognized and the government steel works was
established in 1898. It is capable of producing 100,000 tons of
steel a year. The cost of production and the selling price,
however, leave a good deal to be desired, and the builders still
import foreign material. It will take some time before Japan
can become self-supporting in the shipbuilding industry.

The Bureau of Navigation reports ninety-three sail and
steam vessels of 11,999 gross tons were built in the United
States and officially numbered during the month of November,
to11, of which 7 percent were steamships.

INTERNATIONAL MARINE ENGINEERING 25

Fifty Years’ Development in the Mercan-
tile Ship Construction.*

BY S. J. P. THEARLE

In 1857 the Great Eastern was built at Millwall by Mr. Scott
Russell. She was 679 feet 6 inches long, 82 feet 8 inches by
31 feet 6 inches. Had there been no Great Eastern the pro-
gress of mercantile shipbuilding in the fifty years of the In-
stitute’s existence would have shown gradual development
throughout. It is only fitting that an institution which owes
its existence largely to the energy, foresight and scientific
ardor of Scott Russell should in its fifty-first year bear testi-
mony to the genius of that great man. In the year 1860 the
mercantile marine of the United Kingdom consisted of 27,663
vessels, of 4,658,687 tons net register, by far the greater part
being of wood. Of the total tonnage in 1860, 25,663 vessels,
of 4,204,360 tons net, were propelled by sail, and 2,000 vessels,
of 454,327 tons net, were steamers. At the end of December
1909, the merchant ships consisted of 21,189 vessels of 11,585,-
878 tons net, or 18,402,201 tons gross register. Of these,
11,797 vessels, measuring 10,284,818 tons net, or 16,994,732 tons
gross, were steamers. There were 9,392 sailing vessels, of
1,301,060 tons net, or 1,407,469 tons gross register. It will be
seen there were 6,474 more vessels in 1860 than there were in
1909, but the tonnage showed in forty-nine years an increase
of 6,927,191 tons. To better realize the expansion which has
taken place, the gross in steamer tonnage was from 454,327
tons to 10,284,818 tons, while the reduction in sailing tonnage
was from 4,204,360 to 1,301,060 tons. We compute a ton of
steamer tonnage as at least equal to 3 tons of sailing tonnage.
In point of fact the ratio is even greater than 3 to I, and is
constantly increasing; but taking 3 to 1, the ratio of cargo-
carrying capacity in 1909 compared with 1860 is as 32,155,514
to 5,567,341, or almost 6 to 1. The average tonnage of sailing
vessels in 1860 was 164 tons and that of steamers 227 tons.
The average tonnage of cargo steamers in 1870, 1880, 1890 and
1900 was, respectively, 870, 1,330, 1,500 and 1,900. In 1911 the
average tonnage was 2,300. The average gross tonnage in the
above years was, respectively, 1,050, 1,580, 2,150 and 3,000.
The average gross tonnage of cargo steamers built in 1910
was rather more than 3,000. In 1860 the average length of
cargo steamers was under 200; in 1911 it had reached 350 to
4co feet.

Lloyd’s Register Rules in 1855 for building made the classi-
fication of iron vessels in terms of years. In 1863 “A” symbols
were used. In 1867 the designation was by numerals, as
“1o0-A, 95-A,” etc. In 1860 the frame of an iron ship was
formed of an angle-iron and a reversed angle riveted back to
back. Beams were formed of plates with double half-round
irons on the lower edge and double angles on the upper edge.
With the advance in iron rolling a bulb plate took the place
of the double bar or half-round section. The box “keelson,”
which was inaccessible, gave way to a built-up keelson formed
of plates with double angles on the upper and lower edges,
and this construction still survives. In 1867 water ballast
tanks began to form part of the bottom structure. It was not,
however, until 1880 that the cellular double bottom in any-
thing like its present form appeared in the mercantile marine,
although something like it had been adopted earlier in the
ships of the Royal navy, without, however, the characteristic
feature of the margin plate at each bilge, with its frame at-
tachment, which then and now is a peculiar feature of the
merchant steamer. In 1889 two of the largest and fastest ves-
sels of the Atlantic passenger trade were constructed without
double bottom, with ordinary floor and shaped keelson stand-
ing upon them. Gradually it was realized that without outer

* Abstract of paper read at the Jubilee Meeting of the Institute of
Naval Architects.

20 INTERNATIONAL MARINE ENGINEERING

and inner bottom plating, associated with a continuous center
girder, continuous margin plates and well-fitted intercostal
side girders, there was ample longitudinal strength in the
bottom, and the continuous floors associated with intercostal
side girders were found to be a more rapid and cheapez con-
struction than any other. The necessity for carrying a cer-
tain quantity of water ballast had much to do with fixing the
depth of the floor and girders and strength requirements. Dur-
ing the past fifty years bottoms have probably undergone as
great a change as any other part of the vessel, and this has
specially been the case during recent years.

In regard to recent developments in the structure of mer-
chant vessels, the tendency to omit angle side stringers in
holds and to compensate for their omission by increasing tne
thickness of the shell plating is noticed. Not only does this
not detract from the strength of the structure, but it has the
advantage of cheaper production, and there is a growing dis-
position to increase the frame spacing and thickness of shell

JANUARY, I912

Messrs. Ropner, and were chiefly used for conveying ore and
grain. The cantilever frame wing tank steamers of Messrs.
Sir Raylton Dixon & Company followed, and it is regretted
that the Institution of Naval Architects has no record of this
type of vessel; and this may be said of the McGlashan side-
tank steamer. Probably the most interesting of all recent
developments in ship design is that of Mr. Isherwood, which
involves longitudinal framing. Upward of ninety of these
vessels, with an aggregate of 356,000 tons, have been ordered.

To do full justice to the subject of this paper, however,
notice should be made of the composite system of construc-
tion between 1860 and 1870. This system combines the
strength of iron frame work partially plated with the advan-
tage of wooden skin to receive copper sheathing. The per-
formance of the composite tea clippers will long be remem-
bered. The system, however, an expensive one to build, was.
found liable to special forms of deterioration, chiefly assc-
ciated with galvanic action.

ji>
£248

20% L.W.L.
-30"

LINES OF A NEW 30-FOOT FREIGHT LAUNCH

plating. The joggling of either plate edges or frames is in
practice at all ports. In 1860 the pillaring of an iron ship
followed the same principle that had been used in vessels of
wood, though not being so broad as to require more than a
middle line row to the beams clear of the hatchway. As ves-
sels became broader a row of quarter pillars was introduced.
The first progressive step in this direction was made when
tubular pillars were introduced. Their expense, however, is
almost prohibitive. “Massed pillaring” arrangement, in which
support to the deck is afforded by a few very strong pillars,
came next.

The stiffening of watertight bulkheads has undergone many
changes during fifty years. In 1860 the only stiffening to
watertight bulkheads consisted of angle-bars spaced about 30
inches apart. Before the bulkhead committee appointed in
1891 sat, the committee of Lloyd’s Register had increased the
stiffening requirements by making the vertical stiffeners of
frame angle size and by fitting horizontal stiffeners. For
years after iron ships were built they were fitted with wooden
decks. With increased size grew the necessity of providing
strength in excess of that which was obtainable through
stringers and tie plates, and iron decks were found to be a
necessity.

Recent years have witnessed many important departures in
steel ship construction. The first to claim attention were the
“turret” steamers introduced by Messrs. Doxford & Company.
The advantage of the “turret” system is a larger deadweight
carrying capacity. The “trunk” steamers were introduced by

‘fastened throughout.

Thirty-Foot Freight Launch.

A 30-foot freight launch has been designed by Tasker &
Strawbridge, Philadelphia, for James Murphy & Sons, Pla-
centia, N. F. The boat is 30 feet long over all, with a load
waterline length of 26 feet 3% inches. The extreme beam is.
7 feet molded, and the width on the load waterline 6 feet
6 inches molded. The freeboard runs from 3 feet 6 inches
at the bow to 2 feet amidships, and 2 feet 6 inches at the
stern. The extreme draft is 2 feet.

The keel is constructed of oak 4 inches thick, sided 5
inches, and the framing is of sound white oak 11% inches.
square. White oak is used for the shear strake, which is
I inch thick, and the planking is of 7%-inch white pine, copper
The deck beams are 1144 inches by 3
inches of oak. The decking itself is of quartered white oak,
laid fore and aft, blind fastened.

The cockpit is sealed up on the inside with 3¢-inch spruce.
The gasoline (petrol) tank and watertight lockers are located
under the forward deck. There is a sliding companionway
over the motor in the stern, with lockers aft of the motor com-
partment. The flooring throughout the launch is put down to.
facilitate the cleaning of bilges. An ordinary steering wheel
and drum are provided actuating a bronze or galvanized iron
rudder. The gasoline (petrol) tank is of 35 gallons capacity,
fitted with two interiar bulkheads to prevent swashing of the
oil in a seaway, It is proposed to install a 7 to 10-horsepower,,.
medium or heavy duty, high-grade engine for propulsion.

JANUARY, I9QI2

INTERNATIONAL MARINE ENGINEERING 27

Repair Plant on Board the U. S. Battleship Georgia

Among recent improvements in the equipment of battleships
one of the most important is the installation of repair plants,
so that a great amount of the repairing can be done on a
vessel without recourse to a navy yard, making the vessel in
The repair plant of the Georgia,

a measure self-supporting.

but the crucibles when melting iron last only a very short time.
It has been found that the foundry has been the greatest asset
to the repair plant of the ship, since much of the machine
work formerly done at a navy yard is now done on board on
account of the fact that castings can be made on board.

FIG. 1.—GENERAL VIEW OF FOUNDRY

which was installed after the vessel was in commission, was
described in the August issue of the Journal of the American
Society of Naval Engineers, of which the following is an
abstract :

The foundry is situated on the upper deck, and is in a small
deck-house abaft the after funnel. It contains a Mircs com-

The blacksmith shop is situated in a small deck-house on
the upper deck between the two forward funnels. A large
rectangular double forge is installed, capable of handling
4¥%-inch bars. A small %4-horsepower portable electric blower
furnishes ample blast for both fires. The fires are also used
by the coppersmith for large brazing jobs. The small space in

FIG. 2.—BLACKSMITH’S SHOP !

bined blacksmith’s forge and melting furnace, capable of
taking a No. 70 crucible; a bin with one-half ton of Albany
sand; several flasks, iron and wood, and other foundry ac-
acessories, such as tongs, shanks, clamps, etc. The largest cast-
ing made up to date weighed about 175 pounds with riser and
gate. Since its installation a year ago the foundry has turned
out over 800 castings of all sizes. Oil fuel is used for melting
metal. Albany sand is used, as practically none but brass
castings are made. Iron castings can be made in emergencies,

the trunk to forced draft blowers is used as a copper shop.
All the small work is done here, while the heavier work is
done either in the foundry or in the blacksmith shop. This
enables most of the copper work to be kept in repair and
necessary changes to be made. For the carpenter’s shop it was
found necessary to use a forward compartment on the port
side of the gun-deck. Besides heavy carpenters’ benches a
speed lathe and circular saw, driven by a 3-horsepower elec-
tric motor, are installed. Beside the carpenter’s shop is a

28 INTERNATIONAL MARINE ENGINEERING

JANUARY, IQI2

FIG. 5.—CIRCULAR SAW AND SPEED LATHE

plumber’s shop, the equipment of which consists largely of
hand tools.

An important part of the outfit is the machine shop, which
is located directly underneath the evaporator room, just abaft
the fire-rooms and just forward of the upper engine rooms, or
in what is probably the hottest part of the ship. The equip-
ment includes a large gap lathe with 54-inch swing; a 14-inch
Flather machine lathe; a 16-inch by 12-foot Hendey-Norton
tool-room lathe; a No. 14% Becker-Brainard universal milling
machine with vertical attachment; an 18-inch shaper; a 28-inch
drill press with a 12-inch sensitive drill. All these tools with
one exception are driven by one large shop motor through
belts and countershafts. The Hendey lathe has an independent
motor drive, and has been found the most valuable tool in the
shop.

The value of such repair equipments on board a ship are
evident from the fact that at the first repair period for the
Georgia the only work to be done in the engineering depart-
ment by the navy yard was the manufacture of two castings
for the ash ejector system and re-bushing the stern bearings.
All other work was done by the ship’s force on the ship.

a FIG. 6.—BORING 100-K.W. DYNAMO CYLINDER

for first class passengers is aft, the drawing-room being on the

“maindeck and the dining saloon on the lower deck. The

second class accommodation is forward, and is very comfort-
able.

The engines are of the compound diagonal type, with cylin-
ders 27 inches and 51 inches diameter and 54 inches stroke. The
boiler is double-ended, of the*multi-tubular type, working at a
pressure of 130 pounds. It is 12 feet 3 inches diameter and
17 feet long, and has four furnaces. All the piping is of
copper and Bryce’s patent coupling is used wherever possible.
The high-pressure cylinder of the main engine has a piston
valve, and the low-pressure a slide valve. The pistons are
conical in shape, and are fitted with suitably supported packing
rings. The guide bars, cross-heads, piston and connectng rods
are of forged steel, as is the valve gear. The working parts
are of phosphor bronze. The guide shoes and crank-shaft
bearings are of cast steel. The guide shoes are white metal,
lined, and the shaft bearings have gunmetal bushes. The
crank-shaft is of forged steel with couplings at the ends. The
two webs and crank pin for each engine are forged together
and shrunk on the shaft. The air pump is Edwards’ patent,

DUCHESS OF RICHMOND

Railway Steamer Duchess of Richmond

We present herewith a picture of the paddle-wheel steamer
Duchess of Richmond, built for the Portsmouth and Isle of
Wight service of the London, Brighton & South Coast Rail-
way Company. The vessel was built by Messrs. D. & W.
Henderson & Company, Ltd., at their historic yard at Meadow-
side, Glasgow. She is of a handsome model. Her dimensions
are 198 feet by 26 feet by 9 feet molded. She is fitted up with
the most up-to-date appliances in every department, including
a complete installation of electric light. The accommodation

and the circulating pump is centrifugal, supplied by Allen, of
Bradford. The surface condenser is of cast iron, and supports
the main bearings; if has an ample surface in the tubes, tinned
on both sides, which are 34 inch diameter. The auxiliary ma-
chinery consists of a pair of pumps and float tank, by G. & J.
Weir, of Glasgow, and a duplex pump by Lamont. The steam
reversing gear is that of Messrs. Brown Bross The pro-
pelling machinery operates a pair of feathering paddle-wheels,
having eight curved. steel floats in each wheel. The steam is
supplied at a.pressure of 130 pounds per square inch, and on
trial the vessel gave a very satisfactory performance.

JANUARY, IQI2

INTERNATIONAL MARINE ENGINEERING 29

Preliminary Census Report of United States Shipbuilding

A preliminary statement of the general results of the
thirteenth census of establishments engaged in shipbuilding
has been issued by Director Durand, of the Bureau of the
Census, Department of Commerce and Labor. It includes the
operations of shipyards building steel and wooden steam, sail
and unrigged vessels; yachts, motor boats, rowboats and
canoes; and the manufacture of masts, spars, oars and rigging.
The report contains summaries showing the general statistics
of private shipyards and of government shipyards separately,
and the number, kind and tonnage of all vessels launched in
1904 and 1909. It was prepared under the direction of Wil-
liam M. Steuart, chief statistician for manufactures, Bureau
of the Census. The figures are subject to such revision as
may be necessary after a further examination of the original
reports. ;

Rates OF INCREASE

The general summary for private shipyards shows increases
in six and decreases in five of the items at the census of 1909,
as compared with that for 1904.

The number of establishments increased 23 percent; capital
invested, 4 percent; number of salaried officials and clerks,
20 percent; amount paid in salaries, 21 percent; miscellaneous
expenses, 33 percent; primary horsepower, 13 percent.

The value of work done during the year decreased 11 per-
cent; cost of materials, 17 percent; value added by manu-
facture, 7 percent; average number of wage-earners employed
during the year, 20 percent; amount paid for wages, 14 per-
cent.

There were 1,353 establishments engaged in this industry in
1909 and 1,097 in 1904, an increase of 23 percent.

The capital invested as reported in 1909 was $126,118,000
(£26,000,000), a gain of 4 percent over 1904. The average
capital per establishment was approximately $93,000 (£109,-
000) in 1909 and $111,000 (£22,800) in 1904.

VALUE OF WorK DONE

The value of work done at private shipyards during the year
1909 was $73,360,000 (£15,000,000), a decrease of 11 percent
from 1904. The average per establishment was approximately
$54,000 (£11,000) in 1909 and $75,000 (£15,400) in 1904. The
decrease in value is due to the dismantling of a large shipyard
in Connecticut after the completion of the Minnesota and
Dakota; to a decrease in construction in Pennsylvania, and
to a reduction of output in one large establishment in Cali-
fornia. The work in the establishments referred to in the
last-named States was largely for the government in 1904.

The cost of materials used was $31,214,000 (£6,400,000) in
1909, a decrease of 17 percent since 1904.

The value added by manufacture was $42,146,000 (£0,060,-
000) in 1909 and $45,306,000 (£9,320,000) in 1904, a decrease
of 7 percent. This item formed 57 percent of the total value
of products in 1909 and 55 percent in 1904. The value added
by manufacture represents the difference between the cost of
materials used and the value of products after the manufac-
turing processes have been expended upon them. It is the
best measure of the relative importance of industries.

The miscellaneous expenses amounted to $7,004,000 (£1,440,-
000) in 1909 and $5,256,000 (£1,080,000) in 1904, an increase
of 33 percent.

The salaries and wages amounted to $29,303,000 (£6,025,000)
in 1909, a decrease of I0 percent since 1904.

The number of salaried officials and clerks was 2,980 in
1909 and 2,480 in 1904, an increase of 20 percent; their salaries
increased from $3,340,000 (£686,000) in 1904 to $4,035,000
(£830,000) in 1909, or 21 percent.

The average number of wage-earners employed during the
year was 40,500 in 1909 and 50,754 in 1904, a decrease of 20
percent; their wages decreased from $29,241,000 (£6,000,000)
in 1904 to $25,268,000 (£5,200,000) in 1909, or 14 percent.

GOVERNMENT SHIPYARDS

The general summary for government shipyards shows in-
creases in all the items at the census of 1909 as compared with
that for 1904.

The value of work done during the year increased 50 per-
cent; cost of materials, 42 percent; value added by manufac-
ture, 55 percent; average number of wage-earners employed
during the year, 19 percent; amount paid for wages, 30 per-
cent; number of salaried officials and clerks, 233 percent;
amount paid in salaries 279 percent; miscellaneous expenses, 219
percent. i

DECREASE IN TotaAL NUMBER AND TONNAGE

The statement of kind, number and tonnage is not that of
vessels begun or advanced toward launching, but only of ves-
sels launched, which may happen to be less numerous and im-
portant during the census year than those on the ways. Fewer
ships were launched and the tonnage was less in 1909 than in
1904. é

The aggregate number of vessels of all kinds of 5 tons and
over launched at private and government shipyards, together
with those launched by establishments engaged primarily in
the manufacture of foundry and machine-shop products,
steam railroad cars and lumber and timber products, was
1,637 of 481,813 gross tons in 1909, compared with 2,279 of
553,599 gross tons in 1904. This is a decrease of 28 percent in
number, but of only 13 percent in gross tonnage, the average
tonnage per vessel increasing.

Of this aggregate, the number launched at private ship-
yards of concerns primarily engaged in shipbuilding during
1909 was 1,584, compared with 2,114 in 1904, a decrease of 25
percent. The gross tons totaled 467,219 in 1909 and 504,020 in
1904, a decrease of 7 percent. The net tonnage decreased
from 424,708 to 381,198, or Io percent.

The number launched at government shipyards was 31 both
in 1909 and 1904. The gross tonnage was 2,059 in 1909 and
27,252 in 1904, a decrease of g2 percent, indicating that the
average vessel launched was very much smaller than in 1904.
No battleship was launched from a government shipyard in
1909; the Florida, under construction, was not launched until
1910. The battleship Connecticut of 16,000 tons displacement
and two steel training barks of a combined gross tonnage of
3,600 were launched in 1904. This accounts for most of the
great decrease in tonnage at government shipyards.

There were launched in Ig09, 22 vessels of 5 tons and over
having a gross tonnage of 12,535, and in 1904, 134 with a gross
tonnage of 22,327, by establishments engaged in making such
articles as steam railroad cars, foundry and machine-shop
products and lumber and timber products.

CHARACTER OF VESSELS

The aggregate of steel vessels was 169 in 1909, having 260,-
765 tons compared with 175 in 1904 having 178,572 gross tons,
a decrease of 3 percent in number and an increase of 46 per-
cent in tonnage. The aggregate number of wooden vessels of
5 tons and over launched at all shipyards in 1909 was 1,468 of
221,048 gross tons, compared with 2,104 in 1904 of 375,027
gross tons, a decrease of 30 percent in number and 41 percent
in tonnage. Of boats of less than 5 tons the aggregate num-
ber in 1909 was 9,042, and in 1904, 3,916, a gain of 131 percent.
All these statistics include vessels built by government yards
and by concerns not primarily engaged in shipbuilding.

30 INTERNATIONAL MARINE ENGINEERING

JANUARY, I9QI2

Letters of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Walschaet Valve Gear

The Walschaet or Heusinger von Waldegg valve gear is a
type of radial gear which is seldom fitted to marine engines.
It is, however, being extensively adopted by the Pennsylvania
Railroad and others.

The arrangement of this gear is shown in Fig. 1, and is as
follows:

r Line of Valve Stem |
[harass ae peeves Line of Main
9 Engine

1
Center Line of Cross Head

|
|
|

E
Reverse Shaft
apd Arms

Center of Crank Pin

Center of Eccentric
GL. through Crank
Shaft

FIG. 1.—SKETCH OF WALSCHAET VALVE GEAR

An eccentric is keyed to the crankshaft at an angle of 90 or
180 degrees. The eccentric rod engages at its end 4 a link,
which rotates about the center B. The link block connects. to
the suspension lever C by a link D. The end of the suspension
lever is driven direct from the crosshead of main engine

H.P.
Spring-100

Breakdowns at Sea and Repairs

through the medium of links L. The valve stem is connected
at E at other end of suspension lever. The sketch shows ar-
rangement for outside steam. If inside steam, then valve stem
is between the points I and 2.

The indicator diagrams shown in Fig. 2 were taken from a
marine quadruple-expansion engine fitted with this gear.
These diagrams were taken some months before the writer
was called in on some consultation work, and are very poor
specimens. Upon examining these diagrams the first thing
that fixes attention is the poorly designed reducing motion,
which is very crude, yet it was furnished by the builders of
this vessel. The steam distribution is bad, and is due in part
to poor proportions of the valve gear. The cut-off is even
slower than with the ordinary link motion.

Diagrams of Fig. 2 were taken when the engine was making
138 turns. These diagrams are very interesting, and are re-
markable examples of poor design and adjustment of this type
of gear. With a properly designed gear and adjustment of
valves, and with proper-reducing motion, the diagrams will be
very different. I do not mean to infer that the diagrams are
not correctly taken, but the design throughout in this case is
very poor.

Looking now at the diagrams shown in Fig. 3, we see per-
fect diagrams taken from a locomotive fitted with this type of
gear, showing the advantages and serviceability of this type
of gear. Ina correctly designed arrangement these diagrams
are characteristic, and a comparison of these diagrams with
those taken from engines fitted with Stephenson’s link are
worthy of close and careful perusal. Cuartes S. Lincu.

Temporary Repair of an Atlantic Liner’s Thrust Shaft
Eprtor INTERNATIONAL MARINE ENGINEERING:

We were on our usual run across the Atlantic, west bound,
with about 2,000 sacks of mail, and somewhere over a thou-

A.M.P. F
Spring-16

1
18 |

Spring-50

Spring-10

FIG. 2.—INDICATOR CARDS FROM QUADRUPLE-EXPANSION MARINE ENGINE FITTED WITH WALSCHAET VALVE GEAR

JANUARY, IQI2

sand passengers. As a matter of fact, the accident I am going
to write of happened when we were about four and one-half
days’ run out from Queenstown. It happened on the steam-
ship “U. ,’ and it was while one of the engineers was on
watch and noticed that several of the thrust block rings were
moving about in an unusual manner that we first began to
notice anything was wrong.

A careful watch was set on the thrust block rings, and
after some time the movements of the rings not becoming any

p24
Right Cylinder a
See 200

;160

120

Crank End Head End

Right Cylinder F240
SSS SS —

F 40

L 0
Head End

Crank End

INTERNATIONAL MARINE ENGINEERING 31

We had now to stop the engines again and start in and
repair this broken bolt, and, I might say, this job took us
twenty hours’ hard work. This completed, we started up
the engines again at a nine-knot gait; at this speed the repairs
showed no weakness, so we increased the speed to twelve
knots, which enabled the ship to reach New York about six

days late. It is needless to say we had a new shaft in New
York. 1, 5 So INL
Camden, N. J.
F240
Left Cylinder
F200
+ 160
F120
ry 80
r 40

Crank End

Head End

Left Cylinder

Head End Crank End °

FIG. 3.—PERFECT INDICATOR DIAGRAMS FROM LOCOMOTIVE EQUIPPED WITH WALSCHAET VALVE GEAR

worse we began to think that matters were not really so bad
as we had at first thought them to be. However, shortly after
we had eased our minds a bit the ship gave a very sudden
and big lurch to port. This didn’t seem to improve matters at
all around the thrust block, and so after a great deal of
wondering what was best to be done we stopped the engines,
and it was then, on making an examination of the shaft, that
we found it was broken.

We found a fracture extending along the neck close to
a collar for three-quarters way round the circumference,
then diagonally fore and aft to the next collar, and then
back round the circumference for a short distance in the
Opposite direction. Adjoining each collar we found the
cracks opened very much. At this time the ship was about
one and one-half to two days’ ordinary steaming from New
York, the port for which we were bound. We decided that,
as we were only such a distance from port, and as the
weather was good, that we would effect only a temporary
repair, and then proceed under easy steam to port.

The repairs were made in the following manner: In order
to bind the shaft together endways, three holes were
drilled in each of the collars next to the fracture, and then
we put coupling bolts through them and drew them up as tight
as we could. We next passed a strong clamp round the
body of the shaft between the collars, and around the neck
and the collars two straps were passed to secure the whole.
We decided to guard against the shaft falling should the
Tepairs give out. We supported the end of the shaft next the
fracture from the deckbeams by a chain sling and stretching
screws, the shaft revolving in the bight of the sling, The
‘repairs took us four and one-half days to complete, and we
then made a start under easy steam; but, after working for
four and one-half hours, we had the misfortune to break one
of the bolts.

A Series of Accidents

It has sometimes been said that sea-going men are super-
stitious. The best answer to that is probably that even the
matter-of-fact individuals in comfortable offices who suffer
the smile of scorn at the mariner to irradiate their features,
would possibly develop a touch of imagination—or nerves—if
they were put face to face with some of the more exciting
episodes of a seagoing engineer’s life. It is very easy almost
to believe in the personality of machinery at times when the
engines are doing battle with the elements, and also when
everything on board seems to be “going wrong.”

It was not, however, with the object of developing a new
theology that this article was commenced, but rather to
describe a series of engineering incidents which can be classed
as extraordinary. Some years ago a tramp steamer was mak-
ing a run between Gibraltar and Malta in rather rough wea-
ther. A few hours out it was noticed that the engine speed
slowed down from about seventy-five to fifty revolutions,
although valves were full open and full steam was carried.
There was no external trouble to account for this, but a dull
thudding was heard in the engine. This was located in the
low presure line, and by listening at the cylinder the thudding
and clicking could be distinctly heard.

A repair at sea was out of the question in such heavy
weather, so that it was decided to run on to Gibraltar, and the
number of times that the engineer on watch placed his ear
against that low-pressure cylinder was remarkable. Nothing
startling occurred, however, till harbor was reached and the
order came from the bridge to go half-speed. No sooner
had the engines been slowed down than it seemed as if they
would push their way through the bottom of the boat. The
noise in the cylinder was that of a power hammer, and every-
body stood ready to jump, The engineers held to it, however,
but when the order came to stop the engines for a moment

32 INTERNATIONAL MARINE ENGINEERING

to let another craft pass, it was impossible to start again and
the anchor had to be dropped right there.

When the low-pressure cylinder cover was lifted the pleasing
fact was discovered that the piston had broken clean in halves,
as shown in the sketch, Fig. 1. The way in which the two
halves kept together was almost a miracle; it was probably
due partly to the fact that the piston was a deep one, partly
because the crack across the top web was at an angle to the

FIG. 1

fracture in the lower web, and partly also because the piston
rings acted to some extent as straps. The engineers had a
little quiet reflection, however, on the number of times their
ears had been in close proximity to danger during the voyage.

As there were means of repair, none too extensive, at Gib-
raltar, the owners of the boat were wired as to whether they
would allow the boat to lie up till a new piston rod could be
dispatched from Great Britain, or whether a repair should be
attempted on site. The reply was to the effect that too much
delay would be caused by getting the repair from home, and
that Gibraltar had better do its best.

A new piston head was therefore cast and machined from
the old one, and duly delivered on board. The fit appeared to
be good, but almost as an afterthought, and just as the
cylinder cover was about to be tightened down, the chief
engineer decided to have the engine barred round. The curious
result was obtained that, on the top of its stroke, the piston
lifted the cylinder cover 3 inch off the flange at the joint, and
on examination it was found that the coning of the hole had

SSS
Y

not been sufficiently deep, so that the piston did not come down
to its solid position by 3g inch, as seen in Fig. 2. An informal
vote of thanks was given by the chief engineer to himself for
having thought of barring the engine round, and pious hopes
concerning the future welfare of the foundry people on shore
were expressed.

The coned hole was cleaned out so that the piston was let
down another 3 inch, and as this left no clearance between
the head of the piston and the top of the cylinder, and as the
metal at the top of the piston head was amply designed, a
further depth of % inch was turned off the piston head. As
a further precaution, a piece of thick lead sheeting was in-

JANUARY, 1912

terposed between the top flange of the cylinder casting and
the corresponding flange of the cover.

It must be remembered that all this time the boat was
urgently wanted, but the various repairs had taken up a period
of three weeks. The last part of the performance was finished
at high pressure, and after the engine had been first barred
round, and afterwards turned over slowly by steam, the chief
engineer gave all hands half-an-hour for tea before setting the
engines away for the trip. The engine had turned over quite
easily, and everything at last seemed in order. When tea was
over, however, and an attempt at a start was made, the engine
would not budge. It took the united efforts of the engine
room crowd and the steam starting engine to get her over a
turn or two. Then, just when it seemed necessary to pull
everything down and start a general overhaul, the engine gave
a jerk and then went ahead quite smoothly.

The inner meaning of this last phenomenon was not dis-
covered until the vessel had been some hours on her voyage.
It was then found that the boilers were gaining water very
rapidly, and a test with the salinometer showed that salt water
was getting in very freely. The boat was therefore stopped
and the condensers opened out. It was then found that a con-
siderable number of the wooden ferrules which should hold
the tubes in the tube plates had disappeared, and a lot more
were loose. The three weeks’ rest in the hot climate of
Gibraltar had dried them and shrunk them up, so that at the
resumption of work they.dropped out and opened up practically
free communication between the steam and the water. As the
weather was calm, the boat was kept stopped until fresh
ferrules had been put in, after which the boat ran perfectly
normal. This, however, explained the bad starting of the
engine. Both the auxiliary barring engine and the main engine
exhaust passed to the condenser, and, in barring over the main
engine (and still more when steam was opened up onto the
main engine itself for the purpose of turning over slowly) a
vaccum was formed in the condenser, drawing seawater into
the steam space. When the engine was shut down for the
half-hour tea time, this water gradually drew up into the
cylinder of the barring engine and also the low pressure
cylinder of the main engine. It was not until all this water
had been cleared out by hard work that the engine was free
to run.

This experience, viewed retrospectively, has its humorous
side, but it would probably be hard to beat it as a succession of
mechanical failures treading so closely on each other’s heels.—
American Marine Engineer. ,

Economy from the Stokehold

Epitor INTERNATIONAL MARINE ENGINEERING:

There is at present quite a discussion as to the relative
merits of the reciprocating engine versus turbine. The writer
frankly admits that not enough scientific consideration is
given to the design of the multiple cylinder engine, while the
turbine is of necessity a machine where thermodynamic prin-
ciples must be studied. There is one thing in designing an
engine where every refinement may be introduced, and refined
tests made, after same has been built and installed, but it is
up to the engineer of the ship to so work his plant that the
same or even greater economy may result. The most im-
portant thing, however, is the boiler plant. It is only a waste
of time to point out what is evident to many sea-going engi-
neers, viz., poorly designed pipe plans, etc. In any argument
there is one thing that must be borne in mind: the designer
may design for certain results and the design may be good,
but when the plant is put into the hands of the engineering
force aboard ship, it is up to them to show results.

To illustrate my assertions: One day, coming out of Sa-

JANUARY, I912

vannah, on the steamer “R——,”’ I was leaning against the
rail looking up at the smoke pouring out of the funnel and
thinking about the waste that was going on. My watch below
did not begin for one hour later. While soliloquizing in this
way, along came the head fireman on my watch, and I said
to him:

“B—.,, I will give you a dollar and the other two on your
watch one dollar each if we run to a certain point and no
smoke shows at the funnel.”

His reply to this was:

“T will do it.”

I posted two or three of the watch on deck to note condi-
tions, and from time to time came on deck to look for my-
self. There was at times the slightest trace of smoke. I do
not mean to say that it was entirely eliminated, but it was
simply a trace.

They won, and so did I, for they convinced me then and
there that there is a way, and only one way, to fire—that is, fire
often and light, which I compelled them to do. Keep a thin
live fire, not a great thick one which is only alive on top.
Firemen like to fill up the furnace—and likewise their pipes.

Now of what use in seeking refinements of design when no
attention is paid to the fire room? Is it fair to argue on the
relative merits of different types of prime movers when no
attention is paid to the source of power? It is up to the sea-
going engineer to show economy after it has been proved by
the designing engineers that certain results can be obtained,
and it would pay many designing engineers to listen to the
sea-going engineers and work together to get the best from
actual experience. I again reiterate that greater economy can
be obtained if the engineer on watch compelled his firemen
to fire properly.

The evaporation of water and the pounds evaporated is
quoted by some as a criterion of the firemen’s efficiency, and
it is, they say, very high. Yes, it is high, and the water dis-
appears, but go into the engine room and see it streaming
down the valve stems and piston rods. A calorimeter is an
unknown quantity, so is the dryness factor of the steam.
Separators on main steam lines are frequently conspicuous by
their absence, and this condition is permitted to exist.

The above illustration of the ability of firemen to produce
results resulted in this case in an enormous saving in fuel,
and they had sold themselves for one dollar. Let us have
more intelligence in the fire room, and perhaps we can show
even greater economy for any prime mover. Let the design-
ing engineer introduce refinements in design, not go plodding
along in the same old rut. I admit that they are to a certain
extent forced to do certain things to cheapen construction,
and the object of the builders is to build and get the product
off their hands; but I contend there is far greater economy
in the reciprocating engine than now obtains on many of our
ships, partly in design, and partly to handling in every-day
practice, and it is in great part up to the operating engineers
to get it out of them. Why is it that when running a test
the performance of a ship is higher in many cases than when
in every-day running? I have found it to be due to an intel-
ligent method of firing. I could enumerate many cases and
submit data proving this, but it would only prove what has
been said. I do not purpose going into an argument as to
the relative merits of turbine over reciprocating engines, be-
cause it is not necessary, but in any case the performance of
both can be improved, and that by the engineers in charge of
the plant. CHArtes S. Lincu.

Explosion of a Watertube Boiler.
Epitor INTERNATIONAL MARINE ENGINEERING:

The explosion I am about to write of took place on board
a side-wheel steamer. The boiler was of the Haythorne

INTERNATIONAL MARINE ENGINEERING

watertube type. It has 270 tubes arranged in nine sections or
elements, each section containing fifteen tubes in height and
two in width; the length of the tubes varying from 9 feet
I inch in the bottom rows to 14 feet 3 inches in the top or
outer rows. The tubes forming the bottom, middle and outer
rows are 3% inch in diameter, reduced to 2 inches in diam-
eter at either end, and varying in thickness, according to their
position, from .212 inch to .160 inch, the row next the fire
being the thickest. The remaining tubes are 2 inches in
diameter, and vary according to their position from .160 inch
to .128 inch in thickness.

The whole of the tubes are of solid drawn steel, manu-
factured by the Mannesmann process, and are connected to
the headers by means of brass ferrules screwed twelve
threads per inch on the outside and sixteen threads per inch
on the inside. The headers are made of malleable cast iron,
each front one having a diaphragm at its upper end, so as
to allow of the back rows of tubes acting as down-comers,
while the remainder act as up-comers. A brass saddle cast-
ing, having a central division throughout its length to suit the
up-and-down-comer arrangement, is riveted to the bottom of
the steam drum, and each of the front headers is attached to
this casting by means of four I-inch bolts.

A screwed ferrule connecting one of the bottom tubes to
the front header was forced out of its socket, which allowed
the tube to come out of its place sufficiently far enough to
permit of the contents of the boiler escaping between the end
of the tube and the face of the header. The steam pressure
in the boiler when this occurred being 200 pounds per square
inch. This explosion resulted from the failure of the screwed
threads of one of the ferrules by which the tubes are con-
nected to the headers. The ferrules are screwed on the in-
side and outside with threads of different pitch, and although
the arrangement no doubt allows the cone ends of the tubes
to be forced very tightly into the headers, and unless the
greatest care is taken in the operation, the strain on the
threads is likely to be excessive and more than sufficient to
cause them to be damaged. The use of the rubber washers
I have referred to have not, so far as I am aware, the good
opinion of many marine engineers. Exception has also been
taken to the fineness of the screwed threads on the ferrules.
The steam and water drum is 3 feet 6 inches diameter and
6 feet 3 inches in length. The dished ends are 14 inches
thick, stayed by means of four through stays, 234 inches diam-
eter. The boiler is fitted with the usual mountings, the
safety valve being loaded to 200 pounds per square inch.

Camden, N. J. 15 Jos Ne

The annual report of the Secretary of the United States
navy makes a recommendation to Congress for an allowance
for commanders-in-chief of fleets for purposes of official
entertainment. This recommendation is one that should re-
ceive most hearty support on the part of law makers, for the
best way to keep up the friendliness of one navy with another
is that of proper entertainment, and with the limited incomes
that navy officers have, and especially the necessity of those
who are married maintaining homes on shore as well as con-
tributing to the mess on his own ship, makes a great drain
upon their resources. It is only ordinary justice that it should
be left to the discretion of the commander-in-chief to make
proper use of an allowance that is at his disposal for this
specific purpose.

A record in shiploading was made in Baltimore, Noy. 23,
at the Curtis Bay coal pier of the Baltimore & Ohio Railroad.
The collier Newton, owned by the Federal Coal & Coke Com-
pany, was loaded with 7,029 tons of cargo coal and 545 tons of
bunker coal in 4 hours and 35 minutes.

34 INTERNATIONAL MARINE ENGINEERING

Review of Marine Articles

SHIPS

Two New Allan Liners——Orders have recently been placed
with Messrs. William Beardmore & Company, Ltd., and
the Fairfield Shipbuilding & Engineering Company, Ltd.,
for the building of two fast passenger and freight ships
for the Canadian service. These new vessels will be the
largest and fastest ships on this route. Although the speed
expected is 20 knots, all has not been sacrificed in the design
to power, for the passenger capacity is 200 first class, 500
second class and 3,000 third class, all in staterooms, besides
3,000 tons deadweight of cargo. Special attention is paid to
passenger accommodations, with the result that unusual fea-
tures for this service have been introduced. The vessel will be
propelled by Parsons turbines, driving four shafts, with a total
shaft-horsepower of 19,000. There will be six double-ended
and four single-ended boilers, worked under Howden’s forced
draft system and arranged for burning oil or coal. Features
of the hull design are Frahm anti-rolling tanks and a stern
designed on the lines of a cruiser. This enables the steering
gear to be placed beneath the waterline. The vessels are
classed under the rules of the British Corporation for the
Survey and Registry of Shipping. 800 words.—Engineering,
November 3.

French Submarine Salvage Boat—A craft of very unusual
design intended for the salvage of wrecked submarines of the
French navy. The hull is in two separate parts aft though
joined forward and coming to the same stem. A strong bridge
structure covers and joins the separate parts aft. The space
between the two is large enough to contain the largest sub-
mersible built or building for the French navy. The vessel
will carry electrically-operated lifting apparatus, but will not
be self-propelling. As the form and size of the ship make
its handling by tugs in high wind or rough weather a very
questionable operation its performance is watched with much
interest. The length over all is 328 feet and breadth 83 feet
II inches, draft in light trim 4 feet 7 inches. Launched on
September 22 by the “Ateliers et Chantiers de la Loire,’ of St.
Nazaire. Article illustrated. 360 words—The Engineer,
November 3.

Turbime-Driven Steamer Newhaven—The latest addition
to the cross-channel fleet between Dieppe and Newhaven, the
Newhaven, was built by the Société Anonyme des Forges et
Chantiers de la Méditerranée at their Havre works. The
principal dimensions are: Length over all, 302 feet; breadth,
34 feet 7 inches; depth, 22 feet 2 inches; draft, 9 feet 8 inches.
The hull is divided into eight compartments by seven water-
tight bulkheads extending up to the main deck. Accommoda-
tions are provided for 1,000 passengers. Propelling machinery
consists of Parsons turbines driving triple screws. The tur-
bine rotors and shafting are of Siemens-Martin steel. Stern
tubes and propeller shaft supports are steel castings, while
the propellers are of Stone’s bronze. The bearings are water-
cooled. Steam is supplied by eight Belleville boilers, at a
working pressure of 250 pounds per square inch. The total
grate surface is 646 square feet, and total heating surface is
17,100 square feet. Forced draft of the closed stokehold sys-
tem is used. Air is supplied by four fans driven by vertical
engines.

There are two condensers, each having 4,220 square feet of
cooling surface and connected to a centrifugal circulating
pump of a capacity of 385,000 gallons per hour. Each con-
denser has separate air pump which can draw from either
condenser. Full-speed trial gave a speed of 24 knots, at which
there was no vibration except astern where the screws throw

JANUARY, IQI2

in the Engineering Press

the water against the hull. At 12 knots, ship can be brought
to a dead-stop in thirty seconds over a length of less than
300 feet. 1,100 words.—Engineering, November 10.

New Cross-Channel Steamers for the South Eastern &
Chatham Railway—The new turbine steamers Riviera and
Engadine, built by the William Denny & Bros., of Dumbarton,
for the cross-Channel service, are very much like the vessels
already on these routes, except that they are a little larger,
being 315 feet in length, 41 feet molded breadth, and 24 feet 6
inches in depth from the awning deck. The ships are driven
by Parson turbines turning triple screws, and steam is supplied
by six Babcock & Wilcox boilers, with a seveath in reserve,
to provide for one being always off duty for cleaning. On
trial the Riviera maintained a speed of 21.99 knots for four
hours on four boilers, and made a highest mean speed for one
hour of 23.07 knots. The passenger accommodations of the
vessels are quite similar to other vessels of this class. 600
words.—T he Engineer, November 17.

The Worlds Largest Bulk Freighter—TYhere was recently
completed at the Ecorse yard of the Great Lakes Engineering
Company the bulk freighter Col. James M. Schoonmaker, of
the Shenango Steamship Company’s fleet. Its dimensions are:
Length over all, 617 feet; beam, 64 feet, and depth, 34. This
is 6 feet more beam than is usual for the 600-foot type of
lake freighter, but as the vessel handles very easy the change
is considered a success. The hull is of the arch girder con-
struction, the hold being divided into three compartments.
The hoppers at the sides form sloping sides for the cargo
unloaders, easy working, and water ballast tanks, in addition
to those in the double bottom, giving a total capacity for water
ballast of 8,000 tons. There are 35 hatches, 54 feet wide and 9
feet fore and aft. The maiden cargo of 10,799 tons of ore was
unloaded in 5 hours and 9 minutes net time. There are ac-
commodations for a limited number of passengers, and special
attention has been given to providing everything for their
comfort that could be devised. The latest designs in cabin
furnishings and furniture were installed and particular pains
taken with the sanitary system. Every stateroom has its
private bath and shower with the best of plumbing and
fixtures. The propelling machinery consists of one quadruple-
expansion engine, with cylinders 23, 33%, 48 and 69 inches by
42 inches stroke. Steam is furnished at 220 pounds working
pressure by three Scotch boilers, 14 feet 9 inches diameter by
12 feet 2 inches long, each containing three 44-inch furnaces.
The arrangement of the cylinders places the high-pressure
forward, the low coming next, the second intermediate and the
first intermediate in the order named. The high and inter-
mediate cylinders are fitted with piston valves, the low with a
triple-ported slide valve. All are operated by Stevenson link
gears, but the second intermediate and low gears being
operated by a single rocker arm. Air pump is worked from
low-pressure cross-head. Metallic packing is used through-
out. A very complete set of auxiliaries are installed, doing all
work and furnishing all the service that could possibly be done
by machinery. The article is well illustrated by numerous
photographs. 3,300 words——The Marine Review, November.

Navat ARCHITECTURE

The Residuary Resistance of Vessels—By Ernest Saxton
White, B. S. Read before the North East Coast Institution
of Engineers and Shipbuilders. An investigation into the re-
sistance of vessels caused by wave making and eddy taken
from a large number of trials and analyzed with the purpose
of obtaining an exponent for the term ]’ (speed) in a formula

JANUARY, IQI2

whereby residuary resistance might be calculated. Although
founded on no scientific basis, the results are very interesting
and particularly constant. Laying aside the computation of
the resistance due to skin friction, which is obtained in the
usual well-known manner, the author proposes three factors
which govern the residuary resistance: 1. Relation of beam
to draft. 2. ’Midship section area coefficient. 3. The form of
the ends, the product of which he makes equal K. The value
of the third factor is the end coefficient multiplied by the
number of beams in the length. If V is speed in knots, x the
exponent of this speed, then this coefhcient K times )’~ equals
the residuary power necessary to overcome the residuary re-
sistance. From the analysis of trials made this + is found to
equal 2.7 with surprising regularity. No claim is made that
this should be so invariably, but the author suggests that
designers try the method with the data at hand and check
both the method and the value of the exponent. 1,500 words.
—Engineering, November 3.

The Development of the Holland Submarine Boat—A
lengthy illustrated article containing a complete review of the
Holland submarine boat from the first boat built, the Holland,
to the latest special type design of the present time, followed
by special consideration of such topics as provisions for safety,
submergence tests and strength, diving mechanism, interior
arrangements and stability conditions. The improvement in
submarines within the last twelve years may be known from
a comparison of the Holland, built in 1898, and the latest type
now under construction and completed. The former was
about 70 tons displacement submerged, with a surface speed of
6 knots and submerged speed of 5 knots. Although exact
data of the latest vessels are not given, it is said that they
will be between 400 and 500 tons displacement when sub-
merged, with a surface speed of 14 knots and a speed sub-
merged of about 11 knots. They are twin-screw vessels with
heavy oil engines and have four bow-torpedo tubes. Vessels
of the latest type completed are considered structurally strong
enough to withstand pressure at a depth of 250 feet, and are
actually tested to a depth of 200 feet. This test is made with-
out a crew, and is regarded as a final precaution against
hidden weakness. Holland submarines dive at an angle of not
over 2%4 degrees except in emergencies. Their hull design is
such that the metacentric height increases when the vessel is
submerged. This insures sufficient stability for safety in all
submerged operations. The article is well illustrated with
photographs of vessel diving and interior views and diagrams
of stability conditions. 8,500 words—Engineering, Novem-
ber 17.

MARINE ENGINEERING

Crude Oil Marine Engines—By James H. Rosenthal. ‘Read
at British Association for the Advancement of Science, at
Portsmouth. A lengthy article giving in descriptions, figures
and numerous illustrations the actual state of development of
oil engines used for marine work. The author first discusses
the general problem of the oil engine designed for largé
powers, which he stated to be the creation of engines of large
power to work as simply on cheap crude oil as the present
small motors work on high-priced oils. The great desirability
for this is not the saving in fuel cost, for this is small, but in
the saving of space, crew’s wages and convenience in fuel
handling and storage. Follows then a description of the
Bolinder engine, which has been fitted to some extent on
fishing vessels and barges. The engine does not work on the
Diesel principle, but has a heating chamber, which is the
source of the ignition. These engines are not hard to operate,
and are easily within the ability of some member of a fishing
crew. The rest of the paper deals with larger engines
operated on the Diesel cycle, both single-acting and double-
acting, and describes in some detail the types that have been

INTERNATIONAL MARINE ENGINEERING 35

built and the boats on which they were installed. First used
for submarines they were later used in a variety of types; for
the propelling power of navy pinnaces they have gone to
Argentine, and have also been used as auxiliary power on a
large French sailing ship. The reversible double-acting engine
is about to be tried on a commercial scale by the Hamburg-
American Line in a vessel now being built by Messrs. Blohm-
Voss. Toward the last the author describes the mechanical
details of both single and double-acting types of the Nurnberg
or Diesel cycle engine. 6,600 words.——The Marine Review,
November.

The Efficiency of the Gas Turbine—An editorial considera-
tion of this important question, in particular reference to the
article reveiewed above. The author calls attention to the fact
that no definite statement is made by Mr. Holzwarth as to
actual fuel consumption per kilowatt-hour, which he says is an
omission, from which our readers will draw their own con-
clusions. There are given diagrams of efficiency curves, but
their precise meaning is a matter of doubt. If it may be cor-
rectly inferred that this efficiency is the over-all efficiency from
area of indicator diagram to actual output of work the figure
is only a fraction of what may be expected from a good re-
ciprocating gas engine. Mr. Holzwarth claims for his turbine
an efficiency of 58 percent; from this the over-all efficiency
referred to above works out 11.2 percent. With good gas
engines values as high as 36 percent have been registered. In
experiments in France results more discouraging have been
obtained. In an attempt to use turbines to drive torpedoes,
where the compressor difficulty does not exist, since either
engine or turbine has to have a supply of compressed air, the
results of repeated trial were decidedly inferior to that ob-
tained by the present reciprocating engines. 1,600 words.—
Engineering, November 24.

The Marine Speed-Reduction Gear as a Commercial
Proposition.—Heretofore the speed-reduction gear has been
considered primarily from an engineering standpoint and
investigated largely with the view of whether or not it would
work. This article is an editorial consideration of the ob-
jections to the various devices which have been introduced
from the business point of view. In doing this the author
has taken three types of ships for discussion—the fast pas-
senger liner, the intermediate and tramp steamer and the war-
ship. As an example of the first the Mauretania is chosen.
Any saving of space or power due to the use of a reduction
gear might be used to increase speed, decrease fuel consump-
tion, increase radius of action, or increase carrying capacity
of the ship. In this case, any increase of speed due to a small
increment of power would be scarcely appreciable; the vessel
is designed for a certain run, hence radius of action need not
be increased; she is a passenger ship, and already has ac-
commodation for the small amount of freight carried; the
space saved is in the boiler and engine rooms, and hence not
available for passengers. The only direction left that would be
benefited would be in the saving of fuel, and this the author
shows would be a small percentage, about one-half of 1
percent of the passenger receipts alone. As for the inter-
mediate type and tramp the application here is limited, because
the reciprocating engine still holds sway. In future there is a
possibility that a small saving in fuel may tempt builders and
owners to make the change. In warships the problem is not
of so great importance economically. There the question is
one largely of expediency and simplicity of design. As it is
now with reduction gears there are many unsolved questions
which increase the uncertainties to be considered. 3,300 words.
—The Engineer, November 17.

The Junkers Marine Oil Engine——Engines of this type are

being installed in a new freighter for the Hamburg-American
Line building at the works of the Weser Company, of Bremen.

36 INTERNATIONAL MARINE ENGINEERING

Besides being one of the earliest planned installations of oil
engines of any size for marine work it is of unusual design.
The engine burns heavy oil fuel in much the manner of a
Diesel engine. Each cylinder, however, contains two pistons
working in opposite directions, and connected to cranks on the
same shaft at 180 degrees with reference to each other. Each
cylinder works on the two-cycle principle, but by arranging
them in tandem double action is obtained. Since the pistons
themselves open and close the cylinder ports, valve gear and
scavenging valves are done away with, as well as cylinder
covers and stuffing-boxes. Satisfactory tests were run on an
experimental engine of 200 horsepower, built by Professor
Junkers, from which the data for the present engines were
obtained. Later a 1,000-horsepower horizontal stationary
engine was built. The article is well illustrated by plates and
diagrams of the cycle, description of which is too complicated

for satisfactory treatment in a review of this length. 1,200
words.—Engineering, November 24.
The Gas Turbine—By H. Holzwarth. An abbreviated

translation of a paper read in German before a meeting of the
Schiffbautechnische Gesellschaft held in Berlin November 23
to 25. A brief and none too satisfactory account of a gas
turbine built for the author by the Messrs. Korting, A.-G.,
Hanover. The machine consists essentially of a number of
explosion chambers in which charges of air and gas unite, and
are exploded at proper intervals, over which is suspended on
a vertical shaft a turbine wheel and above it a generator. The
whole is enclosed in a casing, which holds the valves opening
into the explosion chambers and supports the shaft bearings,
governor gear and scavenging apparatus. Inlet valves allow
the air and gas to enter the chamber one after the other.
Upon being ignited the greatly increased pressure causes a
nozzle valve to open, and the available energy in the gas is
transformed into kinetic energy, which is transformed into
work by passing through and acting upon the turbine wheel.
Low initial pressure is used, and this is augmented by a
vacuum in the exhaust. The turbine works usually with suc-
tion producer gas of 1,100 to 1,200 calories per cubic meter,
and has been designed for 1,000 horsepower at 3,000 revolu-
tions per minute. Smooth running has been obtained at all
speeds, although a temperature of 500 degrees C. was reached
in the turbine casing. Complete scavenging is necessary to
prevent it going even higher. It is claimed that the area of
this engine’s floor space is to that of usual gas-reciprocating
engines as I is to 3.28; the total weight as I is to 4.2. The
gas turbine, like the steam turbine, works without shock and
vibration and saves the expense of cylinder lubrication. Lubri-
cation of moving parts is thorough and reliable, since all
movable parts are in oil baths. With the article is a drawing
of the turbine, and diagrams showing efficiency curves for
different charges and the normal indicator diagrams for the
explosion chambers. 1,700 words.—Engineering, November 24.

MISCELLANEOUS

Johnson's Direct-Reading Torsion Meter.—The co-inventor
of the well-known Denny & Johnson torsion meter has car-
ried his investigations farther in the same direction, resulting
in a direct reading torsion meter whereby one observer can
read simultaneously the torsion in one or more shafts by
merely glancing at as many dials. The new device is made
exclusively by Messrs. Kelvin & James White, Ltd., of Glas-
gow, and is arranged so that the torsion in the shaft is pro-
portional directly to the resistance of a current passing
through a contact piece of high resistance, the same being
measured by a voltmeter, which reads directly in terms of
torque. From this the usual method is used for obtaining
shaft-horsepower. The advantages of this instrument are its
adaptability to stationary as well as marine engine shafts, its

JANUARY, I912

freedom from error arising from distortion of hulls, as fre-
quently occurs in destroyers and other light high-powered ves-
sels, and in the great advantage of placing the indicating
board in any part of the vessel. The article is well illustrated
by photographs and drawings. 1,000 words.—Engineering,
November 3.

Submarines and War Tactics —An editorial commenting
upon the effect of a fleet of submarines in the Turco-Italian
war, if used to good advantage, shows how the development of
the submarine has raised it from use as a moral effect to a
serious factor as an effective fighting unit; reviews the tactical
value of the vessels of the present day,‘and states the strength
of the first naval powers in this branch of the service, together
with the national policies of each. The editors consider that
owing to an agreement with the builders whereby the British
government placed all orders with the same firm, and this
company gave the government exclusive benefit of all ex-
periments and experience in developing the type, that they
have at present the most efficient type of submarine yet
brought out. 1,500 words.—Engineering, November 17.

The Thermo-Feed Automatic Water Regulator—A device
to keep water level in boilers very nearly constant. Consists
of a float in a chamber open to steam space and water space
of the boiler, and so adjusted that when water level is higher
than that wanted float closes a spring-pressed feed check, which
is normally open. The difference between this and the usual
type being that it operates directly from the boiler and not
from filter box, as is often the case. 750 words and sketch.—
The Marine Engineer and Naval Architect, October.

The Steam Engine Indicator.—Ilts History and Application.
Prize Essay ot the Institute of Marine Engineers, by J. D.
Boyle. An account of the development of this important in-
strument from the days of James Watt to the present, and a
description of the best-known makes in use now. Shows how
the changes in engine design called for improvements in indi-
cators and how they were met. 2,500 words—The Marine
Engineer and Naval Architect, October.

Acetylene Welding and Cutting Machine—Describes the
Davis-Bournonville type of apparatus and describes method
of using machine to weld sheet metals together and as used
in cutting metals by melting the plates on the line of separa-
tion. ‘This is accomplished by means of an oxygen-acetylene
gas flame of 6,000 degrees F. temperature, which is run along
the line at a speed of about a foot a minute. Preheating the
metal to be cut by less expensive flames have been tried and
found to be an improvement; 1,200 words.—The Marine Re-
view, September.

Canal Trafic Motor Barge-——An experimental craft built by
a London company to test the feasibility of developing traffic
between London and the provincial towns. Of 71 feet 6 inches
length, 7 feet beam and 3 feet 6 inches draft with 30 tons load.

' The barge can tow another, similarly loaded, and can pass

through practically all the canals of England. The engine is a
10-horsepower Brooke kerosene (paraffin) motor, which works
on the Otto principle. The reversing gear is a simple clutch. Oil
pump is worked off a cam. 700 words and photographs of
engine, clutch and loaded barge.—The Marine Engineer and
Naval Architect, October.

The New York Shipbuilding Company, Camden, N. J., has
installed a new type of crane at its plant. This machine is of
the revolving locomotive type, mounted on a gantry. While
machines similar to this have frequently been used, especially
at the plant of the Maryland Steel Company, this machine is
novel, in that it is arranged to travel backward and forward
ona gantry so as to serve two sides of the pier. It is also of
quite a large capacity.

JANUARY, I9QI2

Published Monthly at

17 Battery Place New York
By MARINE ENGINEERING, INCORPORATED

H. L. ALDRICH, President and Treasurer
Soc. N. A. and M. E.

Assoc. Member of Council,

and at

Christopher St., Finsbury Square, London, E. C.
E. J. P. BENN, Director and Publisher

Assoc. I. N. A.
HOWARD H. BROWN, Editor

Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St.,
Mass.

Branch Office:

Boston,

3oston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.

INTERNATIONAL Martner ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

Changes to be made in copy, or in orders for advertising, must be in
our hands not later than the 15th of the month, to insure the carrying
out of such instructions in the issue of the month following. If proof
is to be submitted, copy must be in our hands not later than the roth; of
the month.

Notwithstanding the growing popularity of the Die-
sel engine for propelling machinery in the maritime
world, few have realized the extent to which it has been
used in Russia or the large installations which have
been made there. Some interesting data in this respect
are given in our leading article this month in which
there is a résumé of the actual installations which have
been made in Russian vessels since 1903. One of the
remarkable features of the Russian Diesel-engined
craft is the use of horizontal engines driving side
paddle wheels through gearing, boats of this type being
used as tug boats for river service. That the Diesel
engine should be used to a greater extent in Russian
vessels than in those of the other continental countries
is not surprising, on account of the extensive supply
of petroleum in Russia. With a sufficient supply of
heavy oil suitable for fuel in a Diesel engine, and
available at a moderate cost, the inherent ad-
vantages of this type of engine become more im-
portant from a commercial point of view. Since the
United States produces a higher percentage of the
world’s supply of petroleum than does Russia. it
might be expected that a similar progress in the
adoption of heavy-oil engines would take place in

INTERNATIONAL MARINE ENGINEERING 37

Heretofore the difficulties
American-built heavy-oil engines seem to have
largely of a mechanical nature. That this
should be speedily overcome with the growing de-
mand for this type of engine is to be expected, and,
in fact, is already apparent.

America as in Russia.
with
been

in the fire-room is sometimes taken for
granted by the owners and builders of steam vessels,
and 1f a ship of excellent design is brought into sery-
ice it is expected that as a matter of course it will show
the best over-all economy that could be obtained. As
a matter of fact, however, such a vessel, even if it has
the minute refinements in the design of the power
plant which are necessary for maximum efficiency, may
lose the benefits of these refinements by the inefficient
work of the engineers in operating the ship. Some
of the most common examples of this kind are pointed
out very forcibly in one of the letters from practical
marine engineers in this issue, wherein are shown the
different results which may be obtained by the men in
the stokehold. A matter of first importance here is to
obtain complete combustion of the fuel, some indica-
tion of which is given by the amount of smoke emitted
from the funnels. Further than this, the steam gener-
ated should be dry or a discouraging amount of the
water may disappear from the boilers and go through
the engines without doing any work. Such points as
these might be called the most elementary part of
marine engineering, but still they are fundamental, and
should be given first consideration in every case.

Economy

In almost every seaport it is impossible to have
direct connection between the various rail and wa-
ter transportation terminals, and some link is re-
quired to provide for the transference of freight
from rail to water and vice versa. This condition
has resulted in an enormous growth of means for
transferring freight from the railroad terminals to
the steamship piers by water. This is of particu-
lar importance in New York harbor on account of
the natural conditions of the harbor which affect
the location of both the railroad and steamship
terminals. As shown in the article on lighterage,
published in this issue, three-quarters of the harbor
freight in New York is moved by lighters, and this
method of transference is more economical than by
drays or transportation on shore ; but on account of the
great volume of freight movement by lighterage and
the lack of mechanical appliances for moving the
freight from the deck of the lighter to the hatch of the
steamship, a great deal of costly congestion occurs
about the slips and piers. Such a condition offers a
problem which should be readily solved by scientific
investigation and the application of improved appli-
ances for the rapid handling of freight.

38 INTERNATIONAL MARINE ENGINEERING

JANUARY, I9I2

Improved Engineering Specialties for the Marine Field

Fiat Heavy Oil Engines

The Fiat Company, Turin, Italy, well known all over the
world for their motor cars and gasoline (petrol) engines,
have recently taken up the construction of internal-combustion
engines, using heavy oil as fuel. The first of these engines
built were of the lightweight, quick-running type, specially
designed for use on submarines, torpedo boats and on aux-
iliary boats for large battleships. The success of this type of
motor is evident from its use in the Italian navy and by many
foreign Admiralties, one well-known instance of which was
the installation of the gasolene (petrol) engines on the
Swedish submarine Hvalen, which accomplished a _ record
voyage from Spezia to Stockholm. After having obtained
satisfactory results with the light and high-speed type of

motive power for the propulsion of large warships is being
given much attention by the Fiat Company.

The illustration shows a 600-horsepower engine which runs
at 500 revolutions per minute. It is of the normal two-stroke
cycle, single-acting type with six cylinders. The lower part of
the motor consists of a base plate, which carries the main
bearings of the crankshaft. On this plate there is a frame
to which are secured the working cylinders, which are cast
separately. There are no independent pumps for the supply
of the scavenging air necessary for the two-stroke cycle
engine. This is furnished by pistons in the main cylinders,
there being pistons of double diameters where the upper part,
which has the smaller diameter, is the working piston and the
lower part acts as an air pump. This arrangement, it is

TWO-SfROKE CYCLE, SINGLE-ACTING, SIX-CYLINDER, 600-HORSEPOWER FIAT HEAVY OIL ENGINE

heavy oil engines for marine use, and having solved the prob-
iems relating to reversing and control, it was a natural step
for this company to undertake the construction of higher
powered engines, but not with the former limits of weight and
space. The Fiat Company is now building heavy oil engines
for installations of several thousand horsepower, both on
board ship and for stationary work. These engines are all of
the two-stroke cycle type, with combustion at constant pres-
sure, and the normal types are built in two series—the Standard
industrial type for stationary work and for merchant marine
installations, and the high-speed type for naval work or for
special applications. The number of revolutions in the first
series varies from 150 in the 1,c00-horsepower engine up to
3,000 in the 100-horsepower engine. The weight of the engine
with accessories is about 88 to 110 pounds per horsepower.
The number of revolutions of the high-speed type varies from
450 in the 1,000-horsepower engine to 600 in the 100-horse-
power engine. The weight in this case is about 35 to 44 pounds
per horsepower. In addition to these normal types the Fiat
Company is also building special types designed for excep-
tional purposes. Just at present the question of using this

claimed, reduces considerably the length of the engine and
enables it to be balanced more easily. The upper part of the
frame is used as a reservoir for the scavenging air, which is
compressed to from 3 to 6 pounds per square inch, according
to the number of revolutions. The air is led through con-
duits cast in the frame and cylinders to scavenging air valves,
which are placed two on each cylinder top, together with the
fuel valve and with a compressed air admission valve for
starting purposes. The exhaust in the two-stroke engines is
accomplished through ports in the wall of the working cylin-
der, which are uncovered by the piston at the end of the down-
stroke.

At the forward end of the engine, and operated by an
extension from the main crankshaft, is fitted a two-stage com-
pressor for supplying highly compressed air for starting pur-
poses and also for the fuel injection. Near the compressor at
the end of the engine, and actuated by the main cranckshaft
with a speed reduction gear, there is a group of pumps, con-
sisting of a pump for the cooling water for the cylinders and
main bearings, and a pump for the lubricating oil. This oil
is also used for cooling the tops of the working pistons, as

JANUARY, IQI2

the cooling obtained by water in types of engines. of such a
reduced size brings out some serious defects.

The scavenging air valves, the fuel valves and the fuel pump
are operated by a horizontal shaft placed in front of the
motor, which is itself actuated from the main crankshaft by
means of a secondary intermediate vertical shaft and two
pairs of worm wheels. On the horizontal cam shaft there is
keyed a separate eccentric for each cylinder, which operates
the scavenging air valves and the fuel valve. The motion for
each cylinder is operated by means of a single angular cam,
which receives from the eccentric an oscillating motion, and
-in one of the end positions opens both of the scavenging air
valves and on the other end lifts the fuel valve. In the
diagram of the normal distribution on these engines the mid-
dle point of the fuel injection phase and the middle point of
the scavenging phase are 180 degrees apart from each other,
consequently in order to pass from the distribution cor-
responding to the direction of rotation to the distribution
required in the opposite direction, it is sufficient to change the
relative positions of the working eccentrics regarding the
main crankshaft. This alteration is made by an axial dis-
placement by compressed air of the vertical shaft of the worm-
wheel which drives the horizontal distribution shaft. It is
claimed that this system of reversing the engine is quick and
easy, requiring neither complicated mechanical arrangements
nor auxiliary shafts for cams, and, therefore, its operation is
steady and reliable. One important advantage as compared to
other systems is that the distribution for both the ahead and
astern rotations is the same, and therefore the same torsion
moment is obtained when the engine is running in either di-
rection. It would also have the advantage that instantly after
reversing the engine both the scavenging air and fuel valves
are in the proper position.

Starting the engine, as has already been mentioned, is ac-
complished by highly compressed air admitted to each cylinder
through separate valves. There are double profile cams on
each cylinder, which are so keyed that they can slide on the
horizontal distribution shaft, and their position can be axially
displaced on this shaft by moving a small shaft which passes
inside the hollow distribution shaft. When the cams are at
either of the two end positions the starting valves are opened,
and when the cams are in the middle position these valves
remain closed.

It has already been stated that in each of the six cylinders
there is a piston of a diameter larger than that of the working
piston, which acts as a scavenging air pump. The suction and
exhaust from these pumps is obtained by means of three
piston valves, each valve serving two cylinders, whose cranks
are at 180 degrees. These valves are moved by a horizontal
shaft connected to the vertical shaft by means of a pair of
worm wheels. The change in the relative position of the
piston valves for reversing the engine is accomplished at the
same time and in the same way as for the distribution.

Control for starting and reversing the engine and governing
devices to regulate the speed is effected by means of a lever
and handle, which is seen in the illustration in front of the
control box placed at the end of the engine, corresponding
with the vertical shaft between the last cylinder and the com-
pressor. In the control box are the compressed air valves
for the displacements and the fuel pump, with a device to
regulate the supply of fuel to the cylinders. The upper lever
controls the displacement of the worm wheels on the vertical
shafts and the displacements of the cams working the starting
valves on the horizontal shaft. The handle regulates the
amount of fuel delivered from the fuel pump. With these
arrangements control is very simple, and on some official trials
made on a motor of this type for the Italian navy the re-
versing from full speed ahead to full speed astern has been
carried out easily in five seconds.

INTERNATIONAL MARINE ENGINEERING 39

The Diaphone

The diaphone is an instrument for the production of sound,
which, it is claimed, is more economical and more powerful
than the other types of instruments which have been used for
this purpose. For marine signaling up to the present time
sound has been produced by instruments of the bell type, steam
whistles, sirens and reed instruments. It is a fundamental
principle for instruments of this kind that a sound must be
pure if the greatest benefit is to be obtained from the power
expended, and that it can only be magnified or intensified by
being in tune with the mouthpiece, trumpet or resonator, as
the directing piece is usually called. The diaphone, as shown
in the illustration, consists of a circular chamber, into which
air or steam is admitted, and which is provided with circular
slits through which the gas is allowed to escape in puffs, and

FIG. 1.—ASSEMBLED DIAPHONE

thereby producing sound. A piston, provided with a series of
slits corresponding to the slits in the air chamber, moves to
and fro very rapidly, opening and closing the slits, permitting
the escape of gas at regular intervals. The piston is the only
moving part of the instrument and it does not revolve. Its
reciprocating motion is obtained by admitting air or steam
under pressure from the circular chamber to both sides of the
piston, which have different diameters.
applied to the side of the piston

When pressure is
which has the smaller

FIG. 2.—SEPARATE PARTS OF DIAPHONE

diameter, the ports are so located that the other side of the
piston, which has the larger diameter, is exposed only to
atmospheric pressure, therefore the piston is moved in that
direction. During its movement ports are opened which admit
the high-pressure air or gas to the side of the piston which
has a larger diameter, and therefore the pressure on that side
of the piston becomes greater than on the smaller side, due to
the difference in their areas. This excess pressure moves the
piston back in the opposite direction, which opens the exhaust
ports. This allows the pressure on the smaller side of the
piston to again assert itself and the cycle of operation begins
again. The motion of the piston is very rapid, but, due to the

location of the ports, sufficient space is left in the chambers to

form cushions, which take up the shock from the moving
piston and also limit the stroke of the piston. The instrument

40 INTERNATIONAL MARINE ENGINEERING

is self-governing; the piston, which is the only moving part,
is very light and takes little power for its movement, and is
designed as closely as possible to give a certain note at a
certain pressure. The cylinder is made of hard gunmetal, and
the piston of a much softer metal; therefore the wear occurs
on the piston itself, which can be easily renewed at small
expense and thus insure durability for the instrument. The
manufacturers are the United States Marine Signal Company,
New York.

Battery Truck Crane

A device for handling, with expedition and at a low cost,
freight and materials, loose or in packages, which have to be
lifted and moved through moderate distances, has been
urgently needed, not only at the great railway and marine
terminals, but also in manufacturing plants and many other
places. To meet this demand the General Electric Company,
Schenectady, N. Y., is now placing on the market the Battery
Truck Crane, an electric vehicle which has a swinging crane
mounted on the front end. The crane’s hook is raised and
lowered by a I-ton hoist mounted on the front end just back of
the crane, the motors driving the hoist and the vehicle being
operated from a battery mounted on the rear end. The time,
money and step-saving applications of this crane may be

JANUARY, IQI2

any distance, the article is lifted by the hook, conveyed to its
destination by the vehicle, and placed on the floor on a rack or
a high pile, as desired. For the miscellaneous transfer of large
quantities of package freight or other material through a
distance over about 400 feet, the best procedure is to use the
Battery Truck Crane to tow trailers in trains of about four.

The Battery Truck Crane is designed for a high draw-bar
pull, its maximum being a pull of 2,000 pounds, and equal
to that of a 5-ton locomotive on rails and sufficient to spot
a car, pull wagons or automobiles out of mud holes, and to
readily handle loads of from 5 to 8 tons on trailers.

A Condenser Tube for Marine Work

In marine work there has always been a need for a con-
denser tube that has a reasonably high coefficient of heat
transfer and could successfully withstand the corrosive action
of the salt water used for cooling purposes. Therefore the
tests made on a Monel metal condenser tube by Mr. George A.
Orrok, and presented in his paper on the “Transmission of
Heat in Surface Condensation,” read before the American
Society of Mechanical Engineers, are of considerable interest,
as the Monel metal tube showed a coefficient of heat transfer of
-75 in comparison to copper’s I.c0; but it is claimed that the

BATTERY TRUCK CRANE OPERATING UP AN INCLINE

classed under three heads—hoisting, hoisting and carrying on
the hook, and towing trailers, yet a given movement of ma-
terial may involve one, two or all of these.

In case where material which may be sub-divided into
parcels of 1 ton or less has to be deposited within a 6-foot or
8-foot radius, and this action does not require that the parcel
be moved through a vertical distance of over io feet, the
machine is brought into an advantageous position, the brakes
are set, and the vehicle remains stationary as the boom of the
crane moves back and forth between the picking up and
depositing points. When material, in small or large quantities,
has to be moved less than 4oo feet, or in small quantities, to

great advantage of the Monel metal tube is that it is less cor-
rodible than bronze, as strong as steel, and the finish is similar
to pure nickel. Brass condenser tubes for protection are often
tinned on the inside or both sides. Not only does this lower
the coefficient of heat transfer, but, also, bimetallic tubes are
apt to split. The Monel metal tube is made in one piece, thus
eliminating this drawback. It is a fact that corrosion, oxida-
tion, vulcanizing, pitting, etc., reduce remarkably the heat
transferred, therefore a tube of Monel metal will stand up
to its work and will not have to be often replaced, as is the
case with tubes that cannot withstand the corrosive effect of
salt water.

JANUARY, I912

Monel metal tubes consist of 67 percent nickel, 27 percent
copper, and 6 percent of other materials, so that the tubes are
strong but ductile.

Combined Horizontal Punch, Beam Bender and Bulb
Shearing Machine

The machine, which is designed for beam-shed work in a
shipyard, consists of a twin horizontal punch at one end and a
combined beam bending and bulb shearing machine at the
opposite end. The punching apparatus consists of a strong
slide working in accurately planed guides, carrying two
punches side by side with special stop motion, so arranged that
either one punch can be used independently but not both
together, and also arranged so that in the mid position neither
punch is operative. The capacity is to punch one hole 1%4
inches diameter through mild steel plate 1 inch thick. The
depth of the gap is 18 inches. The dies are carried upon a
readily detachable cast steel die head of special design, to
enable holes to be punched in the root or flange of beams, etc.

A USEFUL SHIPYARD TOOL

A spare die head is also provided for punching holes in beams,
etc., less than 6 inches deep. Efficient means are provided for
the punching burrs to get clear away behind the machine. An
adjustable roller is provided on each side of the gap to rest
the work upon while passing through the machine.

The method of using this apparatus is to fix two punches of
different diameters, say 34 inch diameter and 114 inches
diameter. The 35-inch punch is used for rivet holes, which
are punched consecutively until the point is reached where the
larger hole is required, when the 1%-inch punch is imme-
diately available, after which 54-inch diameter holes are again
punched consecutively until another large hole is reached.
This avoids handling the bar or changing the punch.

At the opposite end the bulb shearing apparatus consists of
a strong horizontal slide of special design in cast steel, fitted
with a shear blade capable of taking off the bulb from a beam
or angle for a length of 6 inches at one cut, level with the
web. It will also shear out a piece of the leg 6 inches wide at
one cut. The slide is provided with independent stop motion
by a convenient hand lever, and a spare slide is also provided
for the smaller size of bulb angles, channels, Z-bars, etc. A
convenient and efficient clamping device is provided to hold
the bulb angle or beam in position while the bulb is being
sheared off.

The beam-bending device is also at this end of the ma-
chine, and consists of one central cast steel hammer, which
reciprocates continually with a stroke of about 2 inches, and
two bending hammers, each sliding in planed guides and car-
ried on the ends of strong steel screws, each provided with a

INTERNATIONAL MARINE ENGINEERING 41

large hand-wheel. These two hammers can be set at 4-foot
6-inch centers for beams, joists, etc., up to 15 inches deep, or
at 2 foot 10-inch centers for lighter work. Adjustable rollers
are provided at each side of the machine for passing the work
through.

The body of the machine is a massive box-section casting,
accurately machined where necessary and carrying the various
slides in guides of ample area. The slides are actuated by a
strong toggle from the main eccentric shaft. The main eccen-
tric shaft is of Siemens forged steel running in long bearings,
accurately machined, in the body of the machine and driven
through powerful double-purchase cast steel gearing and heavy
turned flywheel. The flywheel shaft is driven by machine-cut
reducing gear by a continuous-running electric motor mounted
on planed seatings on top of the machine. The flywheel shaft
and second-motion shaft are carried in capped gunmetal-lined
bearings in two strong gearing brackets, rigidly attached to the
main body, with tongue and groove joints and pin-fitted bolts
and rigidly stayed together. The whole machine is of mas-
sive rigid design, capable of doing the maximum work con-
tinuously at a speed of thirty strokes per minute at both ends.
It is manufactured by Scriven & Company, of Leeds.

Ships’ Berths

Whitfields Bedsteads, Ltd., Watery Lane, Bordesley, Bir-
mingham, has been engaged for a good many years in the
manufacture of high-grade ships’ berths of all kinds, swinging,

hanging, fixed, folding and steerage, with chain mattresses,
woven wire mattresses or with galvanized lath bottoms. The
illustration shows a folding-up berth, which is built with a
special spring mesh, which is divided down the center from
end to end, making it, it is claimed, impossible for the mat-
tress to sag.

Bradford’s Patent ‘‘Sugar’’ Washing, Boiling and Rins=
ing Machine

Thomas Bradford & Company, Manchester, have on the
market a washing, boiling and rinsing machine in which the
washing compartment is fixed eccentrically on its bearings
and rises and falls with each revolution, thus forcing all of the
washing suds or rinsing water through the clothes at each
revolution. This feature, it is claimed, results in quicker and
better work, with better economy of soap and water. Experi-
ments have shown that the wear and tear and consequent
depreciation of linen result from boiling and rinsing clothes at

A2 INTERNATIONAL MARINE ENGINEERING

the high speed necessary for the washing process, and so the
machine illustrated has been developed, which, by a simple
movement of a lever, reduces the speed during the rinsing

process. These machines have proved particularly useful
in laundry installations on board large passenger steamships.

Arc Lightsfon the Ambrose Channel Lightship

Until recently it was considered impossible to use are lamps
on lightships and lighthouses, although their intrinsic bril-
liancy and color were considered very desirable for this work.
One of the chief objections was that the weather conditions
were too extreme. As a result of recent experiments, how-
ever, the lightship which marks the eastern entrance to the
Ambrose Channel in New York harbor, and is officially known
as the Ambrose Channel Lightship No. 87, has been equipped
with this type of lights and has proved very successful.

The power equipment consists of two 714-kilowatt marine
type General Electric steam engine generator sets complete,

Mie
of

with panel boards and all necessary switches for controlling

the circuit on the ship. There are two single masts, each
carrying three lanterns of standard lighthouse design, which
are hung in gimbals in order that the plane of illumination
may be maintained horizontal regardless of a seaway. A
yertical type carbon-flame arc lamp, operating at I10 volts,
614 amperes, and giving a horizontal maximum candle-power
of approximately 4,000, is placed in each lantern. The arc is
placed at the focus of the lens, which is so located that the
light emitted from the are through a space of 60 degrees iS
concentrated and passes from the lens with a divergence of
about 8 degrees, the result being that a powerful zone of light
is projected in a horizontal direction. The three lenses are

JANUARY, 1912

spaced at equal distances about the masts, and are so arranged
that at least two of them are visible from any point of view.
At a distance of approximately 2 miles the two lights merge
into one apparent light source. In normal position the lamps
are 55 feet above the waterline, and are visible for a radius
of 8% miles at sea level, 15 miles at an altitude of 15 feet, or
23 miles at 50 feet above sea level. The lights are first “picked
up” by incoming vessels soon after passing Fire Island.

This equipment has now been in continuous service for more
than a year, and such success has been achieved that steps are
now being taken to equip other lightships in a similar manner,
with the promise that the carbon-flame arc lamp will prove to
be the most efficient illuminant for this most trying of all
services.

Technical Publications

Warships and Their Story. By R. A. Fletcher. Size, 6 by
9g inches. Pages, 348. Illustrations, 80 full plates. Cassell
& Company, Ltd., London. Price 21/-.

During the past twelve months quite a number of handsome
illustrated volumes dealing with steam, sailing and warships
have emanated from the press of British publishers. The
volume before us is well up to the standard of the other
popvlar volumes. The author recounts in non-technical and
attractive style the development of the world’s warships and
follows the lines on which they have progressed. The subject
is, of course, a tremendous one, and Mr. Fletcher seems to.
have been overwhelmed with material and acknowledges his
indebtedness to a legion of authorities. No less than 80 full-
page plates are included, and these are particularly well
chosen and admirably executed. The colored frontispiece
shows an impression of “A coming type of battleship” (an
interpretation of the funnelless ship with internal-combustion
engines, as suggested by Mr. J. McKenzie). A very carefully
compiled index, which includes the names of all the ships
mentioned, completes this interesting and attractive work.

Mechanical Inventions of To-day. By Thos. W. Corbin.
Size, 734 by 5%4 inches. Pages, 323. Illustrations, 112.
Seeley, Service & Company, Ltd., London. Price, 5/ net.

The series of popularly illustrated books on science of
to-day has been added to by the above volume. The author
issued a previous volume in the same series on engineering,
which was exceptionally well received. We can foretell an
equally good welcome for the new volume, which is most
attractively got up. It gives in twenty-four chapters of non-
technical language full and interesting descriptions of all the
principal modern mechanical inventions. Some 112 illustra-
tions and drawings are included; in many cases these are not
working drawings but have been modified to enble the reader
to understand the subject illustrated with a minimum of
trouble.

Marine Steam Turbines. By Dr. G. Bauer and O. Lasche.
Translated by M. G. S. Swallow. Size, 6 by 9% inches.
Pages, 214. Illustrations, 103. London, 1911: Crosby,
Lockwood & Son. Price, 10/6 net.

Dr, Bauer’s work on the “Design and Construction of
Marine Engines and Boilers” is well known to those inter-
ested in marine engineering, because it has long been recog-
nized as a yery complete and reliable treatise on the subject.
The recent advance of the steam turbine for marine propul-
sion has been the occasion for the publication of a supplement
to the volume on marine engines and boilers to deal in a like
manner with the steam turbine. The need of such a sup-
plement has been well filled by the book under review. A
brief description of the theory of steam turbines is given to
enable the reader to understand the calculations for steam tur-
bines. Following the general remarks on the design of a

JANUARY, 1912

turbine installation and the calculation of steam turbines, the
question of the design of a few of the common types of
turbines is taken up, including the accessories. Shafting and
propellers suitable for turbine installations and condensing
plants are also considered. A part of the work which is of
timely interest is that regarding the arrangement of different
types of turbine installations on various kinds of vessels
which is the result of actual practice up to date.

Communication

Naval Architects’ Meeting
Epiror INTERNATIONAL MARINE ENGINEERING:

To those who were fortunate to have been present at the
last meeting of the Naval Architects and Marine Engineers’
Society it would be a truism to say that the meeting was one
of the most successful, if not the most successful one ever held.

The readers of INTERNATIONAL MARINE ENGINEERING will
have seen in its pages some of the papers which were pre-
sented by the members of the society, and they can judge
thereby to a certain extent the value of what was presented
and discussed.

But one of the most important features was the fact of
having Sir William Henry White at all the meetings, where
his delightful personality interjected into the discussions
something that cannot be conveyed by merely speaking of him.
Let us drop for a moment the title of Sir William and we will
find one of the most charming gentlemen, one of the most
interesting talkers, and one of the most profound thinkers that
can be met in the entire world. Certainly his title is well
deserved, but were it even higher than it is it would not add
one iota to his splendid character. He has every right to the
title of a true man, and higher than this I do not believe a
title exists. Everyone who met him is a better man and better
informed by that meeting, and no better selection, in my
opinion, could be found for the Fritz medal than he, and his
beautiful speech of acceptance will be long remembered by all
who heard it.

Certainly some of the papers suggested food for thought
which cannot be digested in a moment. Mr. Harding adopted
a most admirable plan of presenting a paper by means of
lantern slides expatiating on the subject of the handling of
goods at terminals in a way which added greatly to his paper
It is a pity that a little more time cannot be given to subjects
of such great importance, and it is a question in my mind
whether it would not be wise to have a three days’ meeting
instead of two, as now. Mr. Harding fairly galloped through
his interesting subject, which was a disadvantage.

Deputy Commissioner Barney’s paper on the harbor of New
York was something that brought up a matter of the very
ereatest importance; that is, the terminal facilities in New
York City. It is absolutely, beyond my own comprehension
why it is proposed to make terminals on the Long Island side
of the harbor. The very fact that it is an island is against
the idea, and certainly the Jersey shore is the proper place for
large terminals, as to the westward lies the main part of our
country, and the one object of terminal facilities; that is, rapid
handling of material after it reaches port, is far better ob-
tained when directly shipped from the Jersey shore west than
from any part of Long Island.

The whole question of handling freight more economically
must be not decided ew bloc, but must be settled by each
particular locality and, of course, by the freight handled.
Bullk cargoes, as pointed out by one speaker, can be handled
on the Great Lakes in incredibly short time; but what we are
concerned with in New York is the more economical handling
of mixed freight.

INTERNATIONAL MARINE ENGINEERING 43

Of course the turbine and internal-combustion engine ques-
tion was to the fore, and it was regrettable that there was a
little show of feeling in some of the discussions. It should
be born in mind by every member of the society that all have
a right to differ from the speaker, or concerning the paper,
but that difference should be a mental and not a personal one.

Besides the papers read there was much discussion outside
of the meeting between the members, and it was pleasing to
note a very hopeful mental condition concerning American
shipping. True, it was suggested by one member that it would
be a pretty good idea to tear up some of our treaties, but the
suggestion that the clauses in those treaties which work to a
large extent against our merchant marine were interjected
by the wise foreign nations who formulated them is hardly
admissible, to my mind, as I believe they could be traced to
their source nearer home; but it certainly is time for the
people of the United States, who have appropriated to this
the name of Americans, to find out whether the mere fact of
commercial interests must stand in the way of a general bet-
terment to the public. Mr. Nixon’s suggestion as to special
treaties with Mexico and countries to the south is certainly
wise.

In the internal-combustion engine matter I am sorry that
some of the statements were not questioned. One was that the
up-keep of this style of prime mover is much less than that of
the steam engine and boiler. I do not think that this can be
shown to be a fact. One well-known vessel that made this
port not long ago, heralded as the coming type of merchant-
carrying vessel and fitted with internal-combustion engines,
limped in, in pretty bad shape as to her motive power. Now
to run an engine economically for an hour and then have it
stop for several hours in order to make repairs, does not give
an economical prime mover, and it is rather strange that in
foreign countries the internal-combustion engine seems to be
a far more satisfactory prime mover than it is in America.
Not long ago I was asked where a well-known type of foreign
internal-combustion engine could be built in the United States.
These engines were large, none of them smaller than 4oo
horsepower. The gentleman who interviewed me stated that
patterns would be furnished, and drawings and all material
would be specified, and under no circumstances would any
change whatever be permitted. He flatly told me that where
he was operating, which was on this side of the Atlantic, he
could not sell American-built gas engines, and the foreign-
built engine had the market; but he thought he could save
freight and money by having the engines duplicated in the
United States, and I was somewhat chagrined to have him
also say that the workmanship on the American internal-com-
bustion engines was nowhere nearly as good as what was
found in the foreign product, either English or Continental.
My experience has not shown me that we are behind-hand in
workmanship, but it has shown me the desire on the part of
American manufacturers to alter things merely because
American practice was somewhat different, and I know in
several cases this change has been fatal to the successful
operation of the mechanical contrivance.

The election of Mr. Cox to the secretary-treasurership was
most satisfactory, but everyone regretted the necessary resig-
nation of Captain Baxter. Mr. Cox’s selection was admirable,
not only in the man himself, but in the fact that it bridged
over a little feeling that this position must be always held by
a naval man. Mr. Cox having been a naval man and is now
in commercial life breaks up this idea.

I would suggest that members of the society think care-
fully over the matter of three-day sessions, and as far as I
am concerned I would strongly advocate it, as the delightful
intercourse with members is now too short.

New London, Conn.

W. D. Fores.

44 INTERNATIONAL MARINE ENGINEERING

Selected Marine Patents

The publication in this column of a patent specification does

not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID}, (Ce

1,001,668. SHIP’S-BELL CLOCK. WALTER K. MENNS, OF
MALDEN, MASS., ASSIGNOR TO CHELSEA CLOCK COMPANY,
OF BOSTON, MASS., A CORPORATION OF MASSACHUSETTS.

Claim 2.—The combination with a ship’s bell clock having mechanism
to actuate a single hammer at regular intervals double strokes with in-
tervening rests, combined with means at alternate intervals to render
one stroke of said hammer ineffectual, of a sounding device, and means
operatively related to said actuating mechanism for controlling the
operation of said sounding device. Ten claims.

1,001,601. BOAT. PAUL JT. ANDREWS, OF KENNEBUNK,
MAINE.

Claim 1.—A boat having a hull made from an integral piece of
molded material with smooth sides whose upper edge is formed with an
L-shaped off-set integral therewith, the base leg of said off-set extending
horizontally inward and thence vertically upward. Four claims.

1,002,857. APPARATUS FOR INDICATING THE WEIGHT OF
EX eee CARGO. DONALD MACKAY, OF ALLOA, SCOT-
LAND.

Claim 1.—In apparatus for indicating the weight of cargo in a ship,
in combination. a water gage consisting of a tube open to the atmos-
phere and communicating with the water line below the “light”? water

line of the ship, a scale of deadweight positioned in juxtaposition to said
tube, said scale being provided with curves corresponding to the range
of densities from fresh water to salt water and an indicator operatively
associated with said scale and said tube adapted to indicate the dead-
weight corresponding to the density of the water and the height of the
water in the tube. Two claims.

1,002,987. FERRY-MOORING DEVICE.
HARNEY, OF PORTSMOUTH, VA.

_ Claim 2.—A ferry boat provided with mooring hooks, a motor mechan-
ism connected with the hooks for throwing the same outwardly to moor-

GEORGE WALTER

ing position, a pilot’s controller for the motor, and means co-operating
with the motor mechanism to retract the mooring hooks. Eleven claims.

1,002,908. SOUND-RECEIVING DEVICE. SIDNEY M. DAYVI-
SON, OF CAMBRIDGE, MASS.

Claim 2.—In an apparatus for signaling under water, the combination
of an inclosure secured to the skin of a vessel from which the air is
adapted to be withdrawn; a casing contained within said inclosure and
free from its walls adapted to contain a fluid; and a sound-receiving de-
vice within said casing submerged in said fluid. Four claims.

JANUARY, I9I2.

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

8,480. RIDDLE TO ENABLE ORE TO BE DISCHARGED FROM
SHIPS DIRECT TO RAILWAY WAGONS IN A RIDDLED CON-
DITION. J. DUNALDSON, GLASGOW. .

Certain ironmasters require ore delivered to them riddled to pass
through a given mesh. Each tub of ore is taken from the ship to the
quay, riddled and finally loaded into the wagons. In saving labor, time
and expense by means of this invention, a riddle is provided of a con-

struction that will receive the ore without damage to itself, and made so
that whilst it extends over the wagons, these may be readily moved in-
dependently of the riddle. A gantry runs on wheels, and beneath it
trucks can pass. Above, a riddle is suspended by links, and is of a length
and breadth such that it extends entirely over one truck, and its ends
extend partly over the trucks on each side. The riddle is oscillated and
a grating is secured above its center, and upon this the load first breaks
its fall.

14,692. DISENGAGING GEAR FOR BOATS. J. W. WALKER,
BRADFORD.

In order to ensure instantaneous and automatic release, this invention
provides for obviating the friction common to these machines. The boat
is secured to the tackle by a disc which holds the suspension ring or the

like in a notch. The disc is locked to its frame by a bowl carried by
a lever and engaging a notch in the disc. A second lever locks the first
until its longer arm is depressed by means of a push, a rope or the like;
then the weight of the boat rotates the disc and so allows the suspension
ring to leave the slot in the frame, the disc rotating no further, because
the pawl engages notch. The boat is again locked in place by simply
reinserting its ring into the slot, and so rotating the disc backward.

6,974. TELESCOPING TUBULAR MASTS. FONTANAMASTE-
UND TRAGER GESELLSCHAFT, m. b. H., BERLIN.

The telescopic parts are in a casing, and are extended by a screw
which is longer than each tube. Each tube has at its lower end a nut,
and all of these, with the exception of the innermost, are out of engage-
ment with the screw when the mast is retracted. On turning the screw,
first the innermost tube is raised until it strikes with a projection against
the top of the tube surrounding it. It then carries this tube with it so
that the base of it engages the screw in turn and finally leaves screw,
having been bolted to the tube by an automatic locking device.

28,6839. HOLDERS FOR HOLDING OPEN CABIN DOORS, ETC.
W. MULLAN, BELFAST.

A bar pivoted to the door frame engages an eye fixed to the door.
The eye is open at the top, but does not permit the bar to pass upward
until the eye has passed over it lengthwise to near the closed position.
The bar is gapped at a point and can thus be lifted clear within the
cabin. There is a cylinder containing a spring bolt for preventing
rattle and for holding the bar vertically when not in use. A gap in the
outer end of the bar allows it to engage the door against movement, and
the eye and peg serve a similar purpose.

NDE REY:

International Marine Engineering
FEBRUARY, 1932

The Italian Turbine Passenger Steamer Citta di Palermo

BY DAGNINO

This steamer has just now finished twelve months of service
between Naples and Palermo for the Italian State’s Railway
Department. She is a handsomely fitted and well-appointed
vessel, and was designed and built in the shipbuilding yards at
Palermo. She is a triple-screw turbine steamer of the fol-
lowing dimensions and particulars:

ILemeqn Over alccocococcossuoccoous .... 365 feet.
Length between perpendiculars.......... 348 feet.
Byreaatin, molded cocccososcccsoccocuesoo 47 feet:

THE CITTA DI PALERMO,

Deptheemoldedi tea janse reset s Lames 30 feet.
IDIGMACOMERE coccsavocodoososddnHecoeede 3,445 tons.
SHAVE MNORASINOIE oooccccccso000c00004ee 12,000
Speed in service........... SRE dove e 20 knots.
Designedispeediion ‘thialte......+ 2500s: 22 knots.

Mild steel was used in the construction of the vessel, which
fulfills the requirements of Italian shipbuilding and ship
surveying regulations. The hull is divided below the main
deck into thirty-six watertight compartments, forming double-
bottom, peak tanks, holds, oil bunkers, deep tanks, fresh water
tanks, engine and boiler rooms, steering-engine room, etc.,
which make the ship practically unsinkable, even if one or two
compartments are flooded.

The propelling machinery, consisting of three sets of Par-
sons turbines, was manufactured by Messrs. Ansaldo at
Sampierdarena. The high-pressure turbine is on the center
shaft, and one low-pressure turbine incorporated with an
astern turbine on each of the wing shafts. The propeller

ATTILIO

shafting is of steel turned all over, and two plummer blocks
are fitted to each length of shafting. The propellers are of
the solid type of manganese bronze, accurately balanced and
polished all over, so as to reduce vibration and friction to a
minimum.

The handles of all valves for the ahead and astern turbines
are accessible from the starting platform at the forward end
of the engine room, so that an engineer can have complete
control of all the machinery. The condensers, of the Uniflux

ITALY’S FIRST TURBINE-DRIVEN PASSENGER SHIP

type, are placed alongside the after end of the low-pressure
turbines, and are built of steel plates, with strong cast-iron
end chambers, with ample cooling surface of 9,000 square feet,
and so arranged that the circulating water passes twice
through the condensers entering at the bottom. Each con-
denser is connected to one of the low-pressure turbines by a
large steel eduction pipe. The cooling water is supplied to
the condensers by two large centrifugal circulating pumps,
each driven by a separate reciprocating engine, 11 1/16 inches
in diameter by 11 1/16 inches stroke, the suction and delivery
pipe being 23 inches diameter; the wheel is 44 inches in
diameter and runs at 225 revolutions.

The air pumps are of Weir-Dual’s type for wet and dry
air suctions, the diameter of each pump is 22 inches and the
stroke 16 inches. Pumps are also supplied for forced lubrication
of the bearings, and for oil-cooling purposes. There is a full
complement of pumps for the bilge, sanitary and fresh-
water service of the ship. There are two pairs of Weir’s

46 INTERNATIONAL MARINE ENGINEERING

double-acting feed pumps, each pair being capable of supplying
the boilers when the turbines are exerting their full power.
The exhaust steam from the auxiliaries is led into a surface
heater, through which the feed-water is passed on its way to
the boilers. The feed pumps have 13 inches diameter and 26
inches stroke; they are fitted in the forward end of the
engine room, together with feed-water filters of the gravi-
tation type. An auxiliary condenser with independent air and
circulating pumps is also fitted at the forward end of the
engine room.

There are also two large self-lubricating steam-driven
dynamo sets. The distilling plant consists of a Bousigueri
evaporator, capable of producing from sea-water 20 tons of
fresh water per twenty-four hours.

Steam is supplied by ten single-ended boilers, 14 feet 1%4
inches diameter by 11 feet 25 inches long, with three Morison
furnaces, 3 feet 10!4 inches outside and 3 feet 73@ inches
inside diameter. The working pressure is 170 pounds per

STARTING PLATFORM IN THE ENGINE ROOM OF THE CITTA DI PALERMO

square inch, the grate area 614 square feet for the ten boilers,
leneth of grate 5 feet 93¢ inches, and heating surface 26,050
square feet. There are 372 tubes in each boiler, with an out-
side diameter of 234 inches and 8 feet 2% inches in length.
The steam chamber contains 3.531 cubic feet, and the stop
valve is 45g inches in diameter.

The boilers are arranged in three compartments; four in
the central and aft compartments and two in the forward
compartment; there are two circular funnels which are
double, the space between the inner and outer being utilized
for ventilating the boiler rooms and stokeholds. The boilers
work under Howden’s forced draft system, air being provided
by five large fans, driven by suitable closed self-lubricating
steam engines. See’s ejectors are fitted, one for each group
of boilers, while for harbor duty two steam oil-heating en-
gines are provided.

The propellers are three-bladed, of 6 feet 634 inches in
diameter, 5 feet 10 11/16 inches pitch; projected surface for

three blades, 20 square feet; developed surface, 22 square feet..

Progressive endurance and full-speed trials were carried
out with the vessel, her performance being exceptionally satis-

FEBRUARY, I9QI2

factory throughout. On the full-speed trial she attained a
speed of 23.1 knots as the mean of means of six hours of run-
ning on the measured mile, from Cape Gallo and Cape
Zafferano.

Navigable Model Tests

In view of the valuable results obtained from tests of a
navigable model at the Massachusetts Institute of Technology
during the last two years, it is gratifying to find that a sub-
stantial fund has been received by the Institute to continue and
enlarge the experimental work of this kind. Money has been
advanced by two prominent New York yachtsmen, Clinton H.
Crane and Arthur Curtis James. The former is well known
as a designer in yachting circles and the: latter is a former
commodore of the New York Yacht Club.

The tests will be made on tugboat models, and, according

AFTER END OF THE CITTA DI PALERMO’S MAIN TURBINES

to Prof. C. H. Peabody, under whose supervision the tests
will be made, the model itself will be constructed entirely in
the shops at the Institute, the work being finished in the spring
and the experiments carried out during the summer. The
machinery formerly used in the Froude, described in the
December, IgII, issue, will be transferred to the new tugboat
model, and the tests will be made in the Charles River basin in
the same manner as was used with the earlier model.

Prof. Peabody states that there are two reasons for taking
up the work on tugboats:

First, that the problem of towing appears to have received
scant attention, and

Second, that results obtained with the Froude, which have
not yet been published, show unexpected and important re-
sults from such experiments.

It is expected that the work with the tugboat and that
already done in towing with the Froude will enable placing
the towing problem in a clear light. This kind of work
can be carried out with certainty and precision, and it is
apparently of such a nature that it cannot be accomplished in
a model-towing basin.

FEBRUARY, 1912

Marine Gas Engines: Their

IEA 1a No
(Concluded from page 10, Vol. XVII.)

Heaps

At this stage of gas-engine development it is generally
acknowledged that large engines must have separate heads.
These are made in many forms; they may be a simple
water-cooled plate. on the head of the engine or a tip just
carrying valve gear, etc., or it may form the entire half of the
cylinder. In one very successful design the head and cylinder
liner are cast in one piece, the outer end liner being turned
1/1ooo inch smaller than the cylinder casting and having
grooves for rubbing, sliding joints. At the upper end of the
head is an ordinary flange, by means of which a water joint is
made with a gasket in the usual manner.

A gas-engine cylinder head, particularly of the vertical type,
containing valves, inlet and exhaust passages, pockets for
ignition devices, etc, makes one of the most complicated
pieces of coring with which the founder has to deal. Espe-
cially as there should be as few as possible all passages and
pockets should be surrounded with water, and the iron form-
ing the walls of each should be kept apart by cores at all
points, if possible.

There is probably more trouble with cylinder heads than
any other known thing in the mechanical construction of a gas
engine. Some of these difficulties are leakage, trouble with
gaskets, distorted valve seats, distorted valve guides and poor
castings. These troubles are due in part to poorly distributed
metal, one portion of the head being of a much heavier con-
struction than another portion, or the walls of passages are
allowed to intersect unnecessarily, forming large lumps of
metal. If the exhaust valve or the exhaust passage is not en-
tirely surrounded by water trouble is almost certain to result.

The holding-down bolt for the head should never be put
through the exhaust passage if it can be helped, or if abso-
lutely necessary should be water-cooled.

With both cylinders and heads of a gas engine it is very
important to see that they are absolutely clean from core
material. Frequently a batch of burnt or hidden coring will
be left in a jacket or in a head, resulting in a hot spot in the
cylinder or trouble in the head which cannot be accounted
for. Any well-defined hot spot in cylinder or head may be
traced through to core material or to poor design; that is to
say, so much iron has been put at this particular point that
there is not enough water to cool this spot.

It is usual in large gas engines to arrange the head for the
four important connections of a gas engine, namely, the inlet
pipe, the exhaust, the outgoing water and the ignitor. It is
usually crowded for room; the valves are seldom exactly as
large as they should be in practical engines, although it is
quite possible to make them so, and it is seldom properly cored
with all chambers and passages freely able to expand and
separated from each other with water on all sides of them.
Hence it is easy to see why so much trouble is had with the
cylinder heads and why many peculiar designs are adopted to
get room for the various connections or apparatus. Among
these might be mentioned diagonal valves, pockets and con-
vexed heads. The latter and dome pistons are to be looked
upon with suspicion as giving the poorest form of combustion
chamber, dome heads and cup pistons giving equal streneth in
every way with a far better combustion chamber.

Facings for inlet pipes, if well machined, need no gasket, as
such air as leaks in will have little effect on the mixture; in
any case a beneficial effect. Facings for exhaust pipes should
either have ground joints or have fireproof gaskets.

INTERNATIONAL MARINE ENGINEERING

Design and Application—VI

Both passages in the head should be as large and roomy as
possible, as should also the valve chamber, in order that a gas
traveling in through the comparatively small pipes may be
gathered, to some slight extent, between strokes and through
the early part of the suction stroke when the velocity of the
piston is low. ;

The placing of the ignitor is a matter governed entirely by
practice. Theoretically, it should be placed in the center of
the combustion chamber; practically, if so placed, it would not
only be soon destroyed by the heat but its delicate parts would
be rendered useless almost instantly, and heating up would
continually pre-ignite the charges, even as they were being
drawn into the cylinder. Hence the ignitor is usually placed
at the side of the cylinder or in the head, or even in a water-
cooled pocket, some distance back in the head in which it
ignites the gas, causing a little flame to shoot out of the
pocket to the center of the charge. The water connections to
the head should never be through the joint, because it is diffi-
cult, if not impossible, to make a joint that will meet the dual
conditions of highly-heated gases and cold water. The water
may be taken from the cylinder and discharged into the ex-
haust pipe, as in the case of marine engines, or there may be
a cold-water main and hot-water main; the cold water dis-
charging to the various parts of the engine through pipe con-
nections, the hot water issuing from these pipes into funnels
in which the flow may be seen and felt as temperature is
taken, etc. Also, the overflow pipe will be provided with plug
cocks to adjust the flow and temperature for each part of the
engine.

VALVES

The area of the valves is a matter of varied discussion,
and is one in which there is much latitude. For small high-
speed automobile type engines it is necessary to make the
valves as large as can possibly be put in the cylinders with
as little lift as possible, in order to favor the extreme speed
of the mechanism. :

The velocity of the mixture through the inlet valve varies in
practice from 5,000 feet per minute to 20,000 feet per minute,
and through the exhaust valve it will frequently go double this
amount. The exact amount, of course, is not known, but it is
only necessary to observe the fine wire lines across the sides
of the valves of many engines to know that the velocities are
entirely too high, even if the power of the engine is not ma-
terially reduced. With the inlet valve working at a velocity
not to excé€ed 8,000 feet per minute, and the exhaust valve of
equal size or even larger, it is perfectly reasonable to suppose
that the expanded gases are greater in volume and exit at
tremendous velocities and temperatures, often still burning,
scoring the valve and seat, heating and deteriorating the stem,
causing rapid deterioration of the valve. It is the author’s
opinion that exhaust valves should be made very much larger
than at present, or if this be impracticable that two exhaust
valves should be provided.

The lift of the annular valve should be approximately one-
fourth of its diameter to obtain full opening of its port, but
in case of large valves this places a strain on the mechanism
from the acceleration and inertia stresses, which can be much
decreased by increasing the size of the valve and reducing the
lift, this being especially true with high-speed engines.

Valve springs have very hard work to do, and it should all
be well within their elastic limit. This means, in plain words,
long springs, many coils of very heavy wire, giving in turn
long valve stems with an opportunity to use long guides upon
them. The pressure necessary for a valve spring should be

48 INTERNATIONAL MARINE ENGINEERING

proportional to its work, namely, that of keeping the valve
against the tapit at all parts of its stroke, or, in other words,
to overcome the inertia of the valve, particularly at the inner
end of the valve stroke. By calculating the acceleration and
velocity of the valve at the end of its stroke it is possible to
know just what amount of work the spring is to do. In addi-
tion to this it should be remembered that the spring must
overcome the inertia of the valve at all points of movement
on the return stroke, and must come to an instantaneous stop
from its highest velocity as it seats. Some very complicated
pieces of mechanism are designed to reduce this velocity just at
the point of seating, but their theoretical good effect has never
overbalanced their complication, and practice has shown that
it is perfectly safe and much cheaper to seat the valve at
highest velocity without a guard to acceleration stress.

It is generally conceded that both valves should be mechan-
ically moved on all types of engines, and that it primarily is
a means of saving to make them otherwise. A cam machine,
from its very nature, is neater, and the author is of the opinion
that eccentrics can and will be used to operate gas-engine
valves in the near future by the aid of acceleration bell cranks
so arranged as to get all equal and open relatively slowly.

The cooling of the inlet valve has never been a serious prob-
lem, as the incoming mixture has always been sufficient for
the purpose. The exhaust valve is a serious problem on all
engines, and if one can be removed quickly from an engine
which has been running for several hours consecutively it will
be found to.appear red-hot; referring, of course, to valves
which are not cooled.

With large engines having valves upwards of 4 inches in
diameter it is customary to make them water-cooled. The
greatest difficulty with water-cooled valves is the water joint.
This has been tried variously with telescope joints, pendulum
joints, etc. The most satisfactory, probably, is a short piece
of hose; it is practical, works perfectly and looks neat, espe-
cially if bound on the ends with a brass binding or ferrule.

Many new devices have been used with gas-engine valves,
either in the form of insertible rings or bushings or a com-
plete cage in which the valve works. A serious objection to
the valve cage has always been the double joint necessary, but
since the advent of copper gaskets the double joint has been
found an entirely practical proposition. The most modern
practice with valve cages is to have them water-cooled, thus
having the valve in a removable water-cooled cage, in which it
can be ground, lined up and otherwise looked after.

Unless carefully water-cooled the valve is more or less apt
to distort, especially in large engines, but when carefully
jacketed with water it makes an ideal piece of construction,
and is now extensively used on high-grade engines.

In Germany, and also in America, many makers of high-
grade engines of the stationary type have their valves erected
in cages, the advantage being obvious. There are many kinds
of cages, and every firm that has taken them up has passed
through a costly but useful experiment, it being by no means
as simple to construct valve cages as it appears. The de-
signer, in putting in his first valve cages, will probably find it
impossible to keep the valves ground in, because of the dis-
torting of the seat, due to the cage being unsymmetrical or
one side being hotter than the other, or the joints being im-
properly made, or the cage being too close or too slack to fit
in the tube; also, he may find that the valve stem binds, due to
its being cooler on one side than on the other, or to the guide
being insufficiently cooled. All these are problems which can
be settled only by experiments of the most expensive kind, but
as soon as thoroughly developed and understood by a firm, a
valve cage is the most valuable asset a gas-engine man can
have.

Piston
Pistons are made in various forms, but in general are

FEBRUARY, 1912

much heavier than with steam engines, and must be more
carefully designed as regards distribution of metal, etc.

The gas-engine piston works under a much wider range of
temperature, under higher pressures, greater shocks and with
mediums which escape much more easily than steam, and in
the smaller-size engines are not water-cooled. With the
diagonal, single-acting gas engine it has been general practice
to provide a bucket piston. On either horizontal or vertical
engines, late practice has tended strongly towards the use of
pistons so constructed that the wrist pin is external to the
cylinder, and piston is in plain view and easily accessible for
adjustment, lubrication and examination while running. This
feature involves various constructions, ranging from an ex-
tension of the piston outside of the cylinder with large ori-
fices on each side to an ordinary double-head piston within
the cylinder, connecting with an ordinary cross-head by means
of a piston rod. Besides the bucket piston-we have the double-
ended piston, constructed to operate on the end of the piston
rod. This piston may be hollow or solid, and may or may not
be water-cooled. It is found in both single and double-acting
engines, and is made in various forms, namely, with flat,
parallel faces, with dome faces, and occasionally with con-
caved faces. Bucket pistons are frequently made with con-
caved faces in order to give the combustion chamber an almost
spherical form at the moment of ignition, also as it provides
additional combustion space without lowering the wrist pin,
the entire engine is somewhat shortened, also the concave
piston head is stronger than a flat head.

Piston velocity in the gas engine does not vary a great deal
in large, heavy engines designed primarily for durability and

“runs from 600 feet to 800 feet per minute. In engines designed

primarily for speed and lightness, as in automobiles, motor
boats and air ships, it may run as high as 2,000 feet success-
fully, but these high speeds call for larger pipes, finer work-
manship and careful allowances for expansion.

Lubrication should be carefully attended to in all cases, but
most particularly in high-speed engines. The pressures on pis-
tons during a cycle will vary from 10 to 14 pounds negative to
300, 400 and 500 pounds positive pressure. As the average or
mean effect of pressure is only 50 to 75 pounds, and the com-
pression 75 to 100 pounds, it is easy to understand that the
maximum pressures must be of short duration, and have much
the same effect on the piston as a blow. As this shock usually
takes place on or before the center, especially at high speed,
it is easy to realize the tremendous stresses to which it is
subjected. In connection to this is a special consideration of
the off-set crank in addition to those hithertofore referred to.
With the off-set crank the piston has attained some little
velocity when the explosion takes place, and the force of the
explosion can be expended with the crank at some point of
perceptible moment of revolution, and this shock, instead of
expending itself on brasses and piston, tends to give the en-
gine a decided impetus ahead; also the power of explosion
is received and made use of coincident with this occurrence,
and the gases have lost temperature, the pressure thus being
an important point, as it is only necessary to examine an
average indicator card to see that this loss generally takes
place with a tremendous rapidity. While the effect on the
power is not probably great it will have a perceptible effect
upon the economy and makes a pronounced difference in the
durability of the engine, particularly so far as the piston and
piston pin are concerned.

The piston rings are subject to much discussion, being a
detail developed purely from practice and experience and
having no rules or theoretical formule in any way applicable.
The number of them is governed largely by the Space available
between the piston pin and the base of the piston, the thickness
of them by the diameter of the piston and amount of strain
desired, the width of them by the diameter of the piston, the

FEBRUARY, I912

pressure for which designed and the number of rings which
it is desired to lay between the piston pin and the face of the
piston. In the case of the piston in which there is no pin, it
is purely a matter of experience and the number which can
be put between the piston faces.

Under identical conditions practice of the above details
varies widely with the different forms and equally good results
seem to be obtained. Patent rings of complicated or built-up
construction do not seem to have survived in any form in the
ring market. Probably the eccentric ring is used more than
any other Very cheap engines have those rings made with a
simple diagonal slash in same, which is good enough for a
practical large-size engine, but will affect the economy and
compression considerably in the course of time. More careful
builders cut the ring with the mortars, and the joint is care-
fully lapped half and half.

Eccentric rings are usually made about twice the thickness
on the thick side of the thinnest side. The width may be ap-
proximately twice the average thickness, although some
makers vary considerably from this. The usual method of
making the rings is to turn them inside and out from the
stock, leaving the outside about 1/32 inch large. Makers of
cheap engines do not do this but turn the ring directly to size
in the stock. The end of the stock is carefully faced and fin-
ished and the ring is cut off. The ring is then jointed and set
in a chuck, carefully centered and backed against a face plate,
large factories haying a machine for this purpose, smaller
factories or jobbers of large engines doing the work on a cut
lathe. The ring is then sprung together, held in that position,
carefully turned on the outside to a trifle over the diameter,
and the remaining top fixed to gage. The ring is then taken
to bench and the end fitted to piston.

The tension on the ring, its friction against the side of the
cylinder, etc., are entirely a matter of experience, and cannot
be detailed here. The rings are finished on the corners, either
with a fine file or are hand-centered. It is customary with
many designers to run the top of the ring through, to or over
the counterbore. This is unnecessary and objectionable. In
the first place, if the ting runs over the counterbore it is very
apt to be collapsed by the pressure, also it gradually collects
soot until the groove is full, hiding the ring and cutting the
cylinder.

Practice has shown that it is only necessary to run the end
of the piston over the counterbore at either end of the cylinder
and the cylinder will thus be borne down and practically the
same power will be obtained. The travel of the ring wears a
difference between them, being a gradual taper extending
from the center of the cylinder, which naturally wears largest
to the counterbore and not a shoulder, as is theoretically’ sup-
posed, forming at the end of the travel of the rings.

With large engines the cylinders are usually finished on the
lathe with cutting tools, as with steam engines and pistons in
the same manner, being of fairly loose fit with each other,
between 1/32 and 1/64 inch clearance. With small engines
the cylinders and pistons are carefully ground, the lower
end of the piston being ground 1/1oo inch larger than the
upper end to allow for differences in expansion. .

The grinding of large cylinders, pistons, and, for that
matter also, of pins. and bearings is a doubtful advantage in
practical engineering. The first objection is that the cost is
not counterbalanced by the result obtained, especially * when
one considers that the run of a few weeks or even days re-
moves the traces of grinding and brings the pins, pistons,
cylinders, etc., to a condition that could have easily been
reached in the first place with lathe tools. Furthermore, in a
cylinder which has been finished with a bearing tool, if a small
chip be started by a sharp corner or a rough or overheated
ting, and one which fits too tightly, the chip is very likely to
end at one of the minute tool marks rather than score the

INTERNATIONAL MARINE ENGINEERING 49

whole length of the cylinder. Moreover, with large engines
the fine fits, which can be obtained with grinding between the
pistons and cylinders, do not seem desirable, as the engine
works better when fit more loosely. This is due to the fact
that the distributior. in casting of practical designs is fre-
quently three or four, or even more, times the limits which
are obtained by this fine method of finishing cylinders.

The wrist pin has a bearing to be taken up in connection
with connecting rods, but in regard to its relation with the
piston some reference should be made to the best methods in
use. The cheapest way to place a piston pin in any kind of
pocket piston engine is to fasten it solidly. to the connecting
rod, and having it turn in bushings set in each side of the
piston; but this is a most objectionable method, because while
the pin is theoretically not subject to a great deal of wear, in
actual practice it is found that its bearings have to withstand
considerable. This is probably not so much due to wear as to
the constant action of the piston upon it, which increases as
lost motion accumulates, until the bushings receive a very
considerable battering with every stroke of the enwine.

One of the most satisfactory methods is to set the pin
solidly in the piston and providing split brasses in the center,
with a regular marine design adjustable from the lower side.
It is customary to set the pin in plain bored hole with key on
one side and set screws on under side, the hub on both sides.

There should be grooves for lubrication on any kind of
piston, whereby the oil may creep to all parts of the piston,
and in the case of pocket piston at least one snap ring should
be proyided below the oil grooves to keep the oil from
dropping out of the cylinder. In the case of pocket pistons
it is customary either to make the piston pin hollow or to
drill it from end to end, and then to so drill: at right angles
that the lubricating oil reaches all parts of the piston pin.
This lubricating oil the piston takes from the piston oil
grooves. Piston rods may be put on each side of same, as in
the steam engine, excepting that nuts cannot be used unless
they are inside of the water-jacket or in other parts protected
from the heat.

In the case of the double-acting engine the piston is also
hollow and filled with water supplied through a hollow rod
and carefully lubricated, usually by means of an oil lantern in
the water-cooled stuffing basket.

An interesting feat in the casting of Monel metal was
recently accomplished in the foundry of the Bayonne Casting
Company, Bayonne, N. J., where a four-bladed propeller
wheel 16 feet in diameter was cast in somewhat less than an
hour. Fully 18000 pounds of the metal was required to
allow for gates and finish, the melting temperature being
about 2,500 F., and the finished weight about 14,000 pounds.
The wheel, because of its greater strength and freedom from
corrosion, is to take the place of a steel wheel on the steam-
ship Madison, of the Old Dominion Line.

The Bureau of Navigation reports that 61 sail and steam
vesels of 3,113 gross tons were built in the United States and
officially numbered during the month of December, tort.
About 70 percent of this tonnage consisted of steel steam
vessels constructed on the Atlantic and Gulf coasts.

For the six months ending Dec. 31, 1911, the Bureau of
Navigation reports 612 sail and steam vessels of 82,267 gross
tons were built and officially numbered. As compared with
the corresponding period in the preceding year there was a
decrease of approximately 4o percent, the total tonnage built
and officially numbered in the six months ending Dec. 31, 1910,
being 137,568.° .

50 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I912

Twenty Thousand-Ton Pontoon Floating Dry-Dock

In a paper presnted before the nineteenth annual meeting of
the Society of Naval Architects and Marine Engineers by
Messrs. Frank E. Kirby and William T. Donnelly, the new
marine terminal of the Grand Trunk Pacific Railway, Prince
Rupert, B. C., was fully described. An abstract of this paper
was published on page 5 of our January issue, which contained
a description of the pier work, launching platform, power
plant, boiler, blacksmith, machine and woodworking shops
and the administration buildings. The main feature of the
terminal, however, is a 20,000-ton pontoon floating dry dock,
details of which have been reserved for publication in detail
in this issue so that they can be better explained by reference
to the drawings.

This dock is to have an over-all length on keel blocks of 604
feet 4 inches, a clear width of 100 feet and a width over all of
130 feet. The lifting power is the aggregate of twelve pon-
toons of timber construction, each 130 feet long, corresponding
to the width of the dock, 44 feet wide in a direction cor-
responding to the length of the dock and 15 feet deep. These
pontoons are to be united by steel side walls or wings 38 feet
high, 15 feet wide at the bottom and 10 feet wide at the top,
the walls being divided so that the whole structure may be
used under ordinary conditions as three separate docks, one of
six pontoons, with an over-all length of 269 feet, and two of
three pontoons each, with an over-all length of 164 feet each.
The largest commercial ship upon the Pacific Coast at the
present time is the Minnesota, the outline of which is shown
on the dock. This vessel would have a dead weight in ordi-
nary unloaded condition of approximately 18,000 tons.

The machinery for pumping the dock will consist of centrifu-
eval pumps operated by electric motors, the capacity of the
equipment being sufficient to pump the entire lifting power of
the dock in jess than two hours. A detailed description of the
pumping machinery will be given later.

The structure as a whole is secured to the shore by the
engagement of clamps on the dock with a vertical truss secured
to the pile platform or pier in such a way that it is free to rise
and fall with the tide, and when being raised or lowered with
a ship. The location of these attachments is such that when it
is desired to use the dock in three separate sections, the bow
section may be detached and moved around the corner of the
pier work alongside the platform, and secured in the same
manner as provided for in its original position. To make the
other two sections available as separate docks it is only neces-
sary to detach the middle section, comprising six pontoons,
from the pier work and advance it the length of the detached
section, when the sliding clamps upon the wings will ccincide
with those used for the previous section when the: dock was
operated as a whole. This will allow ample space between the
center and stern sections for the overhang without interfer-
ence of vessels which may be docked on them.

As the feature of a sectional dock to be used as a whole or
separately is somewhat new, it is desired to call attention to
the fact that the three largest commercial docks in the United
States, namely, the 10,000-ton floating dry dock of the Tietjen
& Lang Dry Dock Company, built in 1900, the 12,000-ton dock
of the Morse Dry Dock Company, built in 1902 (both in New

York harbor), and the 10,c00-ton dock of the port of Portland, °

Portland, Ore., are sectional docks in five sections each. All
of these docks are of timber construction and are giving ex-
cellent service.
PoNTOONS
As previously stated, the pontoons for this dock are to be
twelve in number, constructed entirely of timber (Fig. 3).
They are to be 130 feet by 44 feet by 15 feet deep, with a

crown of 3 inches at the center, and will have fifteen trusses
spaced on 3-foot centers. There will be a center watertight
bulkhead 12 inches thick, and above this bulkhead the center
will be reinforced for carrying keel blocks. There will be
three partial bulkheads on each side to stiffen the pontoons.
All diagonal braces are heavily reinforced with anchor stocks.
The arch brace is made up of planking through-bolted with
screw bolts, and is intended to take the reverse stresses when
the dock is floating light. This is a considerable amount when
it is considered that the wings are superimposed weights car-
ried at the extreme ends of the trusses, supported by an
evenly distributed pressure over the entire bottom. Six by
12-inch deck beams are worked across the upper and lower
truss members, carrying the 5-inch deck and bottom planking
parallel to, and reinforcing the truss members for the maxi-
mum stress. This construction also makes it possible to get in
double vertical tie rods alongside of bulkheads in such a
manner that they may be replaced at any time. The whole
structure is made. watertight by calking with white pine
wedges.

To protect the exterior from toredo and other marine
worms, it is first thoroughly grayed with tar poisoned with
arsenic, then sheathed with two layers of hair felt, each thor-
oughly saturated with tar and arsenic, and then with creosoted
lumber, also treated with arsenic and thoroughly secured with
galvanized nails. This treatment, together with the facility for
inspection afforded by the possibility of detaching and docking
any pontoon, has been found to give satisfactory protection.

Each pontoon will require approximately: 330,000 board feet
of lumber, or a total, including outrigger or prow on the end
pontoons, of 4,000,000 board feet. The entire bill of lumber
will be of selected grade of Oregon pine or Douglas fir.

As previously stated, it is the intention to have these pon-
toons built upon the launching platform under the building
shed, using tools and equipment provided for the plant. Suf-
ficient room has been allowed to build three pontoons at the
same time. As soon as they are launched they will be moved
into the basin between the pier and dry dock platform, and
temporarily united together in correct relative position by
timber clamps, when they will be ready for the erection of the
steel wings.

For further information relative to the use of wood for the
construction of floating dry docks, parties interested are re-
ferred to a paper on “Floating Dry Docks in the United States
—Relative Value of Wood and Steel for Their Construction,”
appearing in the Proceedings for 1910 of the Society of Naval
Architects and Marine Engineers.

STEEL WINGS

By referring to Fig. 2, showing the completed structure and
the design of the wing trusses and plating, a general idea will
be gained of the construction of the wings. They consist of
channel and angle frames on 3-foot centers corresponding to
the trusses of the pontoons, and a covering of plating varying
in thickness from one-half to five-sixteenths inch. The con-
struction is greatly facilitated by reinforcing the plating
against water pressure on the outside by horizontal angles.
This does away entirely with troublesome intercostal connec-
tions and gives the material used very much greater value in
the construction as a whole.

By referring to the table of weights it will be seen that there
are required about 2,200 tons of steel. Where the wing meets
the deck of the pontoon there is a steel shoe secured to the
frame of each pontoon and a corresponding shoe riveted to
each frame of the wing. These are connected together by a

INTERNATIONAL MARINE ENGINEERING

FEBRUARY, IQI2

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INTERNATIONAL MARINE ENGINEERING FEBRUARY, 1912.

2.—GENERAL PLAN SHOWING LOCATION OF PUMP, WING, PONTOON
FLOATS AND GATE ROD PROTECTOR

steel link about 15 inches long and pins, the upper one of which
is tapered one-half inch to the foot. The driving of this pin
wedges the pontoon and wing together. At the point of con-
tact the bottom of the wing is reinforced by a 12 by %-inch
plate, and made watertight by canvas packing saturated with
red lead. On the outer side of the wing the method of secur-
ing is similar, except that the shoe on the pontoon is replaced
by a cast steel strap through-bolted to the pontoon.

Provision is made for multiple punching on uniform centers
of 3 inches and 6 inches throughout, and the intention
is to have the material fabricated in Europe or the eastern
part of the United States, all frames assembled and shipped by
water to Prince Rupert. The erection of the first section is to
be commenced as soon as the first three pontoons are launched,
the compressed air machinery of the plant being used for pneu-
matic riveting.

Pumpinc MACHINERY

The dock will be pumped by twenty-four (24) 12-inch cen-
trifugal pumps, one in each end of each pontoon. By re-
ferring to Fig. 2 the general arrangement and detailed con-
struction of these pumps will be seen. The pump suction will
take water from the bottom of the pontoon, the suction being
protected by a liberal area of screen. Delivery will be directly
through the flood gate used in lowering the dock.

The pumps will operate at approximately 275 revolutions per
minute, being driven by a vertical shaft. All the pumps on
each side of each section will be driven through gearin@ and
horizontal shafting by one electric motor, as shown in Fig. 2.
A jaw coupling is provided in the wing at about the level of the
top of the pontoon for disconnecting the vertical shaft when
the pontoon is removed for self-docking.

There will also be seen in Fig, 2 the indicator for deter-
mining the level of water in the wings. This consists of a
counterweighted float in vertical guides and a vertical rod
extending through the deck of the wing. As the water enters
the wing the float rises, and the height of the rod above the
deck will indicate the depth of the water in the wings.

A similar device, not shown, is provided to show the depth
of the water in the pontoon. The flood gates are operated to
control the lowering of the dock and also to control the pump-
ing collectively and individually of the different pumps, it being
understood that with the pumps running no water will be
delivered if the flood gates are entirely closed, and that, by a
regulation of the gates without altering the speed of the pumps,
any degree of control or any distribution of control can be
accomplished. In case one side is rising too rapidly the partial
closing of the gate on that side, without disturbing the opera-
tion of the machinery, will affect the control, or the gates may
be left at the same opening and the machinery stopped.

By this method a much quicker and more powerful control
may be obtained, as not only will the discharge of water from
the dock stop, but will immediately commence to enter, thus
doubling the power of control which would be obtained by
closing the gates.

ELECTRICAL EQUIPMENT

As previously explained, the group of pumps on each side of
each section of the dock will be operated through horizontal
and vertical shafting by one electric motor. Thus for the two
smaller sections of three pontoons each there will be required
four 100-horsepower motors, and for the larger section of six
pontoons there will be required two 200-horsepower motors.
The motors are to be alternating-current, three-phase, 25-cycle,
550-volt, and will operate at approximately 500 revolutions per
minute. They are to have wound rotors and slip rings for
variable speed control. The armature shaft is to be extended
on both ends, and will operate the distribution shafts through
reduction gearing at a speed of approximately 275 revolutions
per minute.

There will be two motors on each section, one on each wing

FEBRUARY, IQ12

The power circuit on the pier is connected to the power cir-
cuits on the sections by flexible cables. The power circuits
of each section are independent from the main circuit, so that»
each section receives its power independently, but the control
. system is to be so arranged that the two motors on any section,
may be operated from one master panel or the combination of
any two sections may be operated from the master panel on
either of the two sections, and, lastly, when all three sections
are used together all six motors are to be controlled from the
master panel on the middle or larger section.

INTERNATIONAL, MARINE ENGINEERING

and on one side of each section there will be provided an elec-
trically-driven air compressor having a capacity of 500 cubic
feet per minute. The air will be delivered to a receiver in the
wing below, and from this to air piping carried along the
bottom to each side of the wing, with multiple outlets for the
connection of air hose to the pneumatic tools. Provision will
also be made for connection between the sections of the dock
when they are operating together.

Electric current for operating the air compressors will be
taken from the circuits supplying the motors for pumping the

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Master PANEL

The master panel is to consist of a panel or drum having
suitable contacts or switches for independently starting or
stopping any of the motors. The starting or stopping of any
one motor or a number of motors will not affect other motors
at rest or in operation. The provision is also to be made for
operating any or all motors at one-half, three-quarters and full
speed.

Compressep AiR EQUIPMENT

While steam-driven air compressors are provided in the
power plant to furnish compressed air for the shops, it was
deemed advisable on account of difficulty due to the extreme
rise and fall of tide, to make flexible air connections to the
floating dry dock and to provide an electrically-driven air
‘compressor upon each section.

Machinery houses are provided for the different sections,

AND SECTION OF

FLOATING PONTOON

dock, and as air will be used only after the dock is pumped
up the capacity of these circuits will be more than ample.

OPERATING EQUIPMENT, Birce Biockxs, Kret Brocks, Etc.

Referring to Fig. 1, there will be seen the arrangement of
keel blocks and bilge blocks. The keel blocks are to be of oak,
12 by 16 inches by 4 feet long, and are to have a height of
4 feet. The bilge blocks are to be on about 12-foot centers and
operated according to the usual American practice by means
of a galvanized chain on the floor of the dock and a leading
rope through 6-inch sheaves secured to the wing near the deck,
leading up and returning over the pipe railing around the tops
of the wings. The return rope leads to the tail dog, and is
used in tripping the dog and pulling the block out when the
ship is leaving the dock. The bilge blocks are provided with
an elevating screw, which has been found to be of great service
for removing blocks one at a time for painting.

54 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I9I12

Steam Turbines for Auxiliary Purposes on Board Ship

BY ERNEST N. JANSON

Steam turbines of various descriptions and types are be-
coming more and more the choice. as motors for driving aux-
iliary machinery on board ship. While this applies in a
general way to modern steamships of the mercantile marine
class, it applies particularly, and almost without exception, to
naval vessels. But although the service of the steam turbine
is continually making inroads on the fields only a few years
ago independently held by the reciprocating engine, its ap-
plication is yet restricted principally to such auxiliaries in
connection with which its utility is commercially and tech-
nically expedient.

ADVANTAGES

Some of the advantages recognized to pertain to turbine
propulsion will be observed to apply also to auxiliary tur-

stances prevailing on board ship, such as do not apply when
used-in stationary plants. The nature of these facts will be
readily understood by the references which follow later.

Principal applications found for steam turbines driving,
auxiliary machinery on board ship are:

t. Electric generating sets.

2. Forced draft blowers.

3. Special types of rotary air pumps.
Centrifugal pumps.

. Air compressors.

. Torpedo-driving mechanism.

Our

The most important, and by far ‘the most extensive, is the
application found under heading 1.. All modern steamers,
whether for river, lake, sound or ocean, together with all

FIG. 1.—CURTIS TURBINE LIGHTING SET INSTALLED ON THE ALABAMA

bine drives. Among those standing out most prominently
with respect to the turbine, however, as an auxiliary are:

1. Good steam economy at designed loads.

2. Economy in floor space and lightness in weight.

3. Moderate initial cost and maintenance, no waste of oil
or renewal of packing.

4. Adaptability for erection in both horizontal and vertical
positions.

5. Reliability at high rotative speeds with inappreciable
vibration.

6. Sealed enclosures of
forced lubrication.

7. Simplicity in construction, easy attendance and few ad-
justments.

8. No oil used on parts coming in contact with steam, there-
fore no contamination of the feed-water.

g. Cleanliness in the absence of lubricating oil.

operating parts and automatic

APPLICATIONS
As stated before the employment of the steam turbine for
the operation of auxiliary machinery now constitutes an
important detail in machinery installations on board ship.
‘Its application is, however, limited, owing to certain circum-

vessels for naval purposes of all descriptions, steamers in the
lighthouse service, Fish Commission, Coast and Geodetic
Survey, and a large part of those coming under the quarter-
master of the War Department, are now equipped with an
electric light and power plant.

The electric plant, however, is not only for the purpose of .
furnishing light to the various rooms and compartments, but
also for the generation of current to supply adequately a
number of different motors used throughout the ship. Such
motors are used for driving ventilating fans, ammunition
hoists, pumps, turret machinery, elevators, winches, cranes
and tools. In consequence of the very extensive use for elec-
tricity on board ship electric plants have grown correspond-
ingly large, and both the number and size of turbines for
their operation have increased accordingly.

Although forced draft blowers when used in boiler in-
stallations are yet, generally speaking, in the majority of
cases, driven by reciprocating engines of special design, and
in quite a number of instances by electric motors, the direct-
turbine drive, in special arrangements, such, for instance, as
exist in torpedo boat destroyers, have particular advantages,
and therefore invariably call for this combination. In this.
class of ships-the necessity has fostered the advantage, and

FEBRUARY, I9I2

lies in the fact that the blower, placed on the underside of
the deck, connects directly with the yentilating cowl. As this
is a place rather inconvenient of access, and therefore elimi-
nates the use of machinery requiring much attention and
frequent adjustment, as well as one where the temperature
may rise to a degree where the successful operation of elec-
tric motors would be very questionable, the application of a
small size, fairly economical, turbine becomes desirable for
several reasons. In this connection, and as one of the reasons,
the question of diameter of fan impeller, and thus of casing
and space occupied, plays an important part in installations of
this kind. The high pressures, of from 5 to 6 inches, required
on the full-speed trials of this class of boats, call for high
peripheral speed of impeller. This may be obtained either by
a small diameter and high number of revolutions, which is
suitable to the turbine, or by large diameter with compara-
tively slow revolutions, such as are characteristic of recipro-
cating engines. ;

While the steam turbine has particular merit when used in
conjunction with the two foregoing auxiliaries, its utility
has also become very marked as a drive in connection with
rotary air pumps and air compressors. Turbo-circulating and
feed pumps are also used, but less frequently than in the
cases previously referred to.

EconoMic CONSIDERATIONS

As is well known, the principal items in the operation of a
steam turbine, which directly influence the steam economy
or the steam weight used per brake-horsepower per hour, are
the speed of the vanes and the degree of expansion of the
steam. Running at the speed of revolutions, which insures
the proper vane speed for maximum economy, together with
a wide range of steam expansion, are the ideal conditions
under which the steam turbine may be operated. This condi-
tion is, however, only rarely met with when operating ship
auxiliaries on board naval vessels, but invariably in ships of
the merchant class, which, unlike the naval vessel, run the
greater part of the time at full speed. When running at much
reduced speed not only the main engine power is curtailed,
but the output of blowers and pumps is correspondingly re-
duced by cutting down the speed of revolutions of the turbine.
By so doing a very material loss of steam economy, as com-
pared with designed (full) speed runs, ensues. The turbine-
driven electric unit differs in this essential respect very ma-
terially. The “load-water rate curve,’ which is a character-
istic of steam consumption at varying loads, is rather flat even
within such limits as from one-half load up to 50 percent
overload, depending largely upon the fact that said variation
may be obtained with practically constant revolutions, steam
pressure and vacuum. The quantity of steam admitted is
regulated by governing devices, and corresponds to any elec-
tric resistance demanded by conditions of operation. In this
respect the turbine drive is superior to that of the recipro-
cating engine, and due to considerable flexibility with respect
to overload, its usefulness is materially increased.

The average steam economy of the small-power turbine,
direct connected, is between 30 and 70 pounds running non-
condensing, with horsepower and revolutions varying. Geared
turbines show superior economy.

The usual arrangement of exhaust from turbine blowers or
pumps is stich that this exhaust is used for heating the feed-
water, and therefore allowed to issue against a comparatively.
high-pressure, ranging from atmospheric to about 10 pounds
gage. From this cause alone a very high steam consumption
will be shown; but, purposely, so to speak, arranged for in
order to obtain a high-temperature heating agent in the feed
heater. The foregoing, however, does not include turbines
driving the generators, as they usually exhaust into their own
condensers, in which are maintained a vacuum varying from
25 to 27 inches.

INTERNATIONAL MARINE ENGINEERING

on
Loa

Types oF TURBINES

Among the turbines most commonly used for auxiliary pur-
poses, both here and abroad, we note the following well-known
makes: Parsons, De Laval, Curtis, Schulz, Rateau, Terry,
Elektra, Sturtevant, Kerr and others. Some of the foregoing
types are constructionally adapted only when in large units
of above 500 or 600 horsepower, and as such are used in
auxiliary plants aboard ship for the generation of electric
power of great magnitude. We find such installations in the
Lusitania, with four 375 kilowatts, 1,200 revolutions per min-
ute Parsons turbo-generating sets, and in the Mauretania
with a similar installation. The new White Star Line
steamers Olympia and Titanic, on the contrary, have each
four independent reciprocating engine-driven electric units of
about 580 horsepower each, *325 revolutions per minute.

Curtis TURBINE
As is well known this type of turbine is of the pure impulse
type. The principle of operation consists essentially in steam
velocity being imparted to the steam by expansion in suitable

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nozzles. After leaving the nozzles the steam jets pass succes-
sively through two or more rows of vanes on the rotor, being
deflected alternately by reversed vanes on the stationary ele-
ment. The kinetic energy in the steam is thus fractionally
abstracted and given up to each rotating element. The num-
ber of wheels and rows of vanes are governed by the degree
of expansion and peripheral velocity, which, by various con-
ditions and mechanical expediencies, may be considered prac-
ticable.

The turbines built by the General Electric Company, of
Schenectady, N. Y., and now extensively used as prime
movers for driving dynamos in ship installations, are made in
sizes from 5 kilowatts up to 300 kilowatts. They are made
when so used with horizontal shafts and run either condens-
ing or non-condensing, the former condition generally pre-
vailing. The United States navy stipulate and require in sizes
below 25 kilowatts satisfactory operation when exhausting
against a back pressure of 20 pounds above atmosphere. Di-
rect connection by means of solid coupling is used between the
turbine and the armature of the generator, the revolutions of

the wheel varying from 5,000 for the 5-kilowatt machine to
2,400 for a too-kilowatt and 1,500 for 300-kilowatt turbines.
The steam pressure is normally about 200 pounds, and the
turbines ordinarily run condensing, but must be capable of
running full load with 5 pounds back pressure. The water
consumption per kilowatt-hour, when running full load, varies
along a range of from 55 pounds for the 5-kilowatt turbines
to about 29.5 pounds for a 100-kilowatt unit, and 26.5 pounds
for 300-kilowatt units at 27 inches vacuum. Generating sets of
300-kilowatt capacity are now being placed in some of the
latest battleships.

With respect to design the Curtis turbine is compact, with
all of its parts self-contained, and constructionally incor-
porates features of durability as,well as reliability. The rotor
wheels are perfectly balanced and are made of steel. The
cylindrical wheel casing is lagged with Russia iron, and is
supported on a bedplate, which is common to both turbine and
generator.

The buckets are made of an extruded nickel-bronze material,

FIG, 3.—DE LAVAL TURBINE CENTRIFUGAL PUMPING SET

which is hard and tough, and has a maximum resistance to
erosion and corrosion, The end of each bucket has a dove-
tail tenon, which fits into a groove turned in the periphery of
the steel wheel disk. The wheels are keyed to the shaft, which
is made in one piece.

The axial clearance between the stationary and rotating
buckets is in general about .06 inch, which is ample to insure
operation without friction between the revolving and stationary
parts. The radial clearance may, however, be almost any-
thing, and is usually made 1 inch or more, so as to obviate any
trouble that may be caused by water accumulating in the
casing. In the smaller sizes the bearings are lubricated by
means of oil rings. In the larger sizes the oiling system con-
sists of an oil pump, actuated by a worm-gear driven from the
main shaft. The pressure in the system is about ro pounds per
square inch, and the oil, after having completed the circuit
through the bearings, is returned to a reservoir connected to
the pump suction, and is used over and over again.

In the smaller sizes a centrifugal governor is mounted on the
end of the main shaft, and operates a balanced poppet valve
controlling the steam admission.

In the larger sizes the centrifugal governor is driven by a
secondary shaft, and controls the operation of a series of
steam admission valves, which through suitable mechanism are
operated from the main shaft of the turbine.

This system is practically the same as is used on large
power plant turbines made by the General Electric Company.
Beside the governor there is an emergency stop valve to pre-
vent undue acceleration in case of a sudden release of the load.

In comparison with engine-driven generating sets the turbo-
generators are slightly lighter in weight and take up less room
both in height and width, but are longer. They have also a
somewhat higher water rate.

A small size turbine of the Curtis type is now being made
for driving forced draft blowers by the Fore River Ship-

56 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I9I2

building Company. This turbine consists of one 24-inch
wheel with five rows of movable buckets and four inter-
mediary ones. It is quite compact, and is being built for use
on the new torpedo boat destroyer Henley. It is connected
direct to the fan impeller, and runs at about 1,400 revolutions
per minute.

Parsons TURBINE

This type of turbine being inherently unsuitable for small
power units has not as yet become of general utility for
auxiliary purposes on board ship. As has been already men-
tioned in this article the generating sets of the Cunard
steamers Lusitania and Mauretania are operated by Parsons
turbines. Each one of said turbines is about 525 horsepower
and runs at 1,200 revolutions per minute. Their general ,
design is in most of the details similar to turbines built for
and operating plants for stationary purposes. But as it is not

- possible on board ship to obtain the same substantial founda-

tion as on land, a feature of special interest appears in the
fastening down of the turbines. To minimize as much as pos-
sible the sound which otherwise may be transmitted through-
out the ship through the steel decks a rubber insulation is .
placed directly under the turbine bedplate, a heavy wood filling
being placed between the rubber and the deck. Rubber
washers, together with rubber bushings in the holes of the
bedplate for the holding-down bolts, are everywhere placed
in position.

On economy tests performed with these turbines the water
consumption at half load was on an average of 61 pounds per
kilowatt-hour; at three-quarters load the consumption was
52.5 pounds, and at full load 47 pounds on an average, the
back pressure in each case being about 5 pounds, while the
steam pressure was 160 pounds gage. The turbines were de-
signed to give full load when exhausting into a back pressure
of 10 pounds.

De LayaL TURBINE

The De Laval type, together with Parsons, constitutes the
pioneer types of turbines. It was introduced here as early
as 1896, and is being manufactured in units to meet any com-
mercial demand by the De Laval Steam Turbine Company,
Prenton, N.- J.

De Laval steam turbines are classified under four types:

Class A. In which the steam is expanded completely in one
set of nozzles. The velocity of the jet, attained by expansion
of the steam in the nozzles, impinges against a single row of
buckets, which are attached to a single wheel. Asa result of
the very high velocity of the steam jets issuing from the
nozzles the buckets must also have a very high speed, which
is equivalent to a high number of revolutions. In order to
make the speed of the driven machine, such as dynamo or
pump, come within the practical limits allowed for such
machines, a helical pinion and double gear is introduced as a
means of speed reduction.

Class B. Is in every respect the same as Class A, with the
exception that no gearing is used. This makes an extremely
simple and fairly efficient prime mover, which is used in con-
nection with machines that may be run at a very high speed
of revolution. Such machines are centrifugal air compres-
sors, small alternators, blowers and certain pumps.

Class C. The steam in this type is expanded in the same
manner as in the two types previously mentioned, but instead
of one row of moving buckets there are two rows mounted
upon a single wheel, with one row of stationary guide vanes
between. A modification of this type, Class D, is one in which
the steam is expanded in successive sets of nozzles with a
corresponding number of pressure stages, each containing
revolving discs, with the buckets, in single or double rows,
attached. The driver-machine may be directly connected or
driven by means of a gear, according to speed requirements.

The De Laval type “C” turbine, as adapted for driving

FEBRUARY, IQI2

centrifugal boiler feed and ballast pumps, dynamos and fans
and blowers on shipboard, will be more fully discussed in a
future issue. ;

In the construction and design of the De Laval type of
turbine we note the following essential parts:

The nozzle is a conically shaped tube, designed both for

INTERNATIONAL MARINE ENGINEERING 57

point of attachment of the buckets, forming a section of least
strength, and in case of excessive speed will break the rim at
this point, whereby the buckets will be thrown off before
other damage is done.

The shaft is flexible and of suitable diameters. With a
flexible shaft suitably proportioned the wheel, when a certain

J PRAM

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Ys fi
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ee

i NZ

CLF

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FIG, 4.—SECTIONAL VIEW OF KERR TURBINE

high-pressure condensing service and low-pressure condensing
or high-pressure non-condensing service. Each turbine is
fitted with several nozzles, which can be independently oper-
ated by individual closing valves, and their number in service
at one time may be regulated according to the load.

The buckets are drop-forged, with surfaces coming in con-
tact with the steam, smooth finished with sharp edges and

speed is reached, rotates about its true mass-axis instead of
its geometrical center, and thus obviates vibration.

The bearings are three in number, the first of which is just
outside the wheel case, held in a bracket and has a spherical
seat. The other two are close to the pinion, one on each side.

They are made of bronze with special babbit, having lubricat-
ing grooves.

FIG. 5.—STURTEVANT TURBINE-DRIVEN LIGHTING SET

with the proper thickness. Lugs are found upon the outer
ends of each bucket, touching the bucket in front to form a
continuous band over the ends. The shank is finished with a
bulb, which fits in radial slots milled in the edge of the tur-
bine wheel. The buckets are assembled in the wheel when
heated, and are tightly held by contraction upon cooling.

The wheel is made of forged steel, and is so designed as to
be of uniform strength. A groove is turned just beneath the

The packing bushings are formed of two small sleeves
made of babbit and lined with graphite, which forms a film
between the shaft and the bushing that effectually prevents
leakage. It is very important in all condensing turbines to
prevent air leaking into the wheel and thus insure a good
vacuum. No lubrication is required in a graphite bushing.
The gears have for their purpose to reduce the speed of the

turbine shaft to a speed suitable to the driving shaft. They

58 INTERNATIONAL MARINE ENGINEERING

are of the herring bone or helical type, and are machine cut
of a fine pitch, so that a large number of teeth may be in
contact at one time. The pinion is made of high-grade steel,
while the drum of the gear is made of cast iron with a seam-
less ring forced on.

It may be incidentally mentioned that the gears now used
in the propulsion of ships in connection with multi-stage tur-
bines are in all essential respects identical with those used
in the De Laval turbine.

The governing mechanism is of a simple and substantial
design, and consists of two weights hinged, on knife edges,

FIG. 6.—30-KILOWATT, 120-VOLT TERRY TURBO-GENERATING SETS IN THE
ENGINE ROOM OF THE CITY OF BALTIMORE

which weights, when subjected to the centrifugal force, move
outward, and by means of a spring and bell crank operate
the throttle valve, through which steam is admitted to the
steam chest of the turbine.

Kerr TURBINE

This type of turbine, although of a much more recent de-
sign and manufacture than any of those previously referred

FIG. 7.—THRBPE-STAGE, 400-GALLON BOILER FEED PUMP DRIVEN BY TERRY
TURBINE ON BOARD THE S.S. SIERRA

to, has found an extensive field of application for various
installations.

It is of the pure impulse type, and belongs to the class
commonly termed “multi-stage turbines,’ and is made in
all sizes from 5 to 600 horsepower. It is manufactured by
the Kerr Turbine Company, Wellsville, N. Y., and is being
built with from two to eight stages, each stage having its
own set of nozzles and disks. As in all impulse turbines its
operation rests in the fact of steam attaining a high velocity
when expanding in suitably-formed nozzles, and in the jet

FEBRUARY, IQI2

energy being absorbed by buckets attached to revolving disks.
Having a number of stages the pressure drop at each stage
becomes comparatively small, and the jet velocity, being also
determined by the expansion of the nozzles, may be kept down
to reasonable figures and the revolutions of the shaft pro-
portionately. The general arrangement of each wheel and
action of impulse upon the buckets resemble those in a Pelton
water-wheel.

The turbine cylinder is of cast iron, divided by diaphragms
into as many stages as may be desired. Each stage contains
one rotor wheel, to the periphery of which the buckets are
attached. The wheels are made of flange steel and are at-
tached to the shaft. ;

The nozzles are located around the inner periphery of the
cylinder, with orifices pointing towards the face of the
buckets. The number and dimensions are determined by con-
sideration of power and speed, and for multi-stage turbines
are so proportioned in the various stages that a uniform
velocity is obtained throughout. The nozzles, and the holders
for the nozzles, are made of cold-rolled steel, the former
being screwed into the latter, which are fastened in the dia-
phragms.

A new construction, known as “Type M,” has now been used
in a number of Kerr turbines, in which the nozzles and buckets
are supplanted by vanes and blades, thus giving a parallel flow.
Ten percent better steam consumption with non-condensing
and 15 percent with condensing is guaranteed by the manufac-
turer for the new construction as compared with the old.

The buckets are made of drop-forgings. There is a
throttling governor, actuated by centrifugal force, as well as
an emergency governor. In generator work, or where very
close regulation is desired, a governor of the oil relay type is
used.

Besides the regular bearings there is a thrust-bearing to
insure a definite position of the wheel with reference to the
nozzles. A special type of this turbine is used for driving the
forced draft fans on three torpedo boat destroyers of the
United States navy. These turbines are direct connected, and
under maximum conditions run at about 1,530 revolutions
per minute, the fans maintaining then about 3.3 inches of
water pressure. Used in this connection the turbine shaft is
vertical, and there are seven stages. The total outside diam-
eter does not exceed 24 inches, and the total length from
the fan cone is: about 48 inches. A step-bearing made of
shouldered steel discs hold the rotor in position.

TERRY TURBINE

The Terry turbine, built by the Terry Steam Turbine Com-
pany, of Hartford, Conn., has been in commercial use for five
or six years. It is of the pure impulse type, and for non-
condensing work has only .one expansion stage, the steam
being expanded in correctly proportioned jets down to ter-
minal pressure. For condensing work the machines are de-
signed with one, two or three stages, according to operating
conditions and speed. The principle of action is essentially
that of any other impulse turbine, all the expansion taking
place in the stationary nozzles and the heat energy of ex-
pansion being converted into kinetic energy. The steam on
leaving the nozzles enters one side of the semi-circular buckets,
and is reversed through 180 degrees, and enters a stationary
member called the “reversing chamber,” which is also semi-
circular in form, and returns the steam into the same wheel
parallel to the original stream. This cycle is repeated as often
as necessary to absorb all the velocity energy in the steam.
In the case of two or more stage machines partial expansion
only takes place in each stage; for instance, in a straight con-
densing proposition expanding from 150 pounds to 27 inches
vacuum the pressure at the outlet of the high-pressure nozzles
will be about atmospheric pressure.

FEBRUARY, I9Q12

In all essential features, such as automatic lubrication of
bearings, emergency spring loaded valves, shaft glands, etc.,
these are, of course, found here as in all other turbines. This
company, however, build practically all of their governors
directly mounted on the turbine shaft and run at turbine speed.
The cases in all their machines are divided along the center
line of the shaft.

The Verry turbine has been used quite extensively for the
driving of forced draft sets on torpedo boat destroyers. A
special design is employed for this work, as the turbines must
be vertical. As in the horizontal machines, the case is divided
along the center line of the shaft and the cover hinged to allow
easy access to the rotating member.

The step bearing employéd is ball-bearing type, placed at the
lower end of the shaft, and a gear oil pump is fitted for sup-
plying oil to the different bearings.

STURTEVANT TURBINE

The Sturtevant turbine is of the compound-impulse, single-
wheel type, and may be made in sizes of from 3 horsepower
up to 300 horsepower. So tar as known only turbines of
sizes suitable for driving forced-draft fans have up to the
present been built for ship installations. Thus it is intended
to replace the reciprocating engine blowers on the United
States ships Smith and Lamson with turbo-blowers of this
type.

THe ELextra TURBINE

Like all of the turbines described, and, in fact, nearly all
small-power turbines, this is also of the impulse type. The
steam enters a passage surrounding the casing and communi-
cates with a number of expanding nozzles. The divergence
of the nozzles is such as to give minimum pressure fall, and
therefore velocity. With the several nozzles or return cham-
bers through which the steam flows upon its successive course
through the wheel, nearly all of the velocity and consequently
the energy is abstracted frem the steam.

FIG, S.—CENTRIFUGAL CIRCULATING PUMPING SET DRIVEN BY TERRY
TURBINES FOR THE U. S. BATTLESHIP ARKANSAS

INSTALLATIONS

The following contains the essential requirements of the
specifications pertaining to turbines when driving electric
generating sets and forced-draft blowers for installations in
naval vessels:

Turbo-Generators.—The turbines must be perfectly bal-
anced and of high efficiency and economy. They must be
provided with an approved oiling arrangement and have auto-
matic regulation for speed governing. Their operation must
be noiseless, without undue heating at maximum load, and
must be able to stand any sudden change of load without
injury to any of their parts.

INTERNATIONAL MARINE ENGINEERING 59

They must be capable of running continuously at full load
with a vacuum, or when exhausting against 5 pounds back
pressure. Also to operate satisfactorily at pressures 20 percent
above or below the normal of 200 pounds pressure. When,

however, running below and against 5 pounds of back pressure

only 90 percent of full load need be developed.
Turbo-Blowers.—Having reference to torpedo boat destroy-

forced-dratt

ers, the motive power for blowers shall be

FIG. 9,—MERCHANT SERVICE TYPE OF MARINE FORCED-DRAFT TERRY
TURBINE-DRIVEN UNIT. CAPACITY, 25,000 CUBIC FEET PER MINUTE

steam turbines. The speed of revolutions should be about
1,400 per minute at full speed and power, and must be de-
signed to develop the rated output when exhausting against
IO pounds pressure.

A governor must be placed in the steam connection, and be
arranged to operate a quick-closing valve to shut off steam in
case of undue overspeed. The working parts must be en-
closed and proof against dust, yet readily, accessible for
overhauling. Automatic oiling arrangements must be fur-
nished all bearings, and means must be provided for the
attachment of portable revolution counters. It is further
stipulated that suitable gear must be arranged for operating
the turbine, both from the compartment in which placed and
the deck immediately above.

Actual Installations—AIll of the types of turbines pre-
viously described are installed for auxiliary purposes for one
purpose or other in different classes of ships. Thus we find
the De Laval turbine used for driving forced-draft blowers in
several large steamers belonging to the French trans-
continental lines, and also for distiller circulating pumps.

Previous to this time turbo-generating sets had not been
tried in the navy, but were then beginning to be installed on
a large scale. In the United States ship New Hampshire,
contracted for in 1904 and delivered in 1908, the forward
dynamo room was fitted with a complete turbo-electric outfit,
consisting of two direct-current generating sets, driven by
horizontal Curtis three-stage, direct-connected turbines, with,
respectively, three and two rotating rows of vanes in the first,
second and third stage, the revolutions being about 1,700 per
minute.

This installation seemed the connecting link in the stage of
transition between engine and turbine drives. Practically
every ship since then has been fitted with turbine drives for
electric power generation aboard naval vessels.

The Curtis type turbine, as made by the General Electric
Company, of Schenectady, N. Y., has been fitted to the fol-
lowing naval vessels:

New Hampshire, two too-kilowatt generating sets.

South Carolina, four 200-kilowatt generating sets.

North Dakota, four 300-kilowatt generating sets.

Delaware, four 300-kilowatt generating sets.

Florida, four 300-kilowatt generating sets.

Utah, four 300-kilowatt generating sets.

Arkansas, four 300-kilowatt generating sets.

Wyoming, four 300-kilowatt generating sets.

Cincinnati, two 30-kilowatt sets.

Raleigh, two 30-kilowatt sets.

Zowa, three 100-kilowatt sets.

Michigan, four 200-kilowatt sets.

All of foregoing 300-kilowatt machines have two stages,
three rows of moving buckets with revolutions of 1,500 per
minute.

Among ships fitted with the same type of turbine, but of

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FIG. 10.—DIAGRAM SHOWING VARIATION OF STEAM CONSUMPTION OF
DE LAVAL TURBINES, WITH CAPACITY

only 5-kilowatt capacity, being of the single-stage, four-nozzle
horizontal type, direct connected, 5,000 revolutions per min-
ute, we find something like twenty-five torpedo boat de-
stroyers. In merchant vessels the installation of two 35-
kilowatt, 3,500 revolutions per minute sets on the steamship
Alabama for the Goodrich Transit Company, Chicago, IIL,
may be cited as an example. Curtis turbines for lighting sets
are installed in sizes of from one 75-kilowatt set to three
35-kilowatt sets on seven United States transports; the United
Fruit Company has twelve steamers with four 35-kilowatt sets
each; the Merchants & Miners’ Transportation Company three
steamers with one 35-kilowatt set, and two Standard Oil
steamers and one collier have installed 10-kilowatt sets.

Terry turbines are used extensively in marine service.

Total Steam-Pounds per Hour

Water Rate per 1b. n.p-hr,

5 10 15 20 25
Brake Horse Power

FIG. 11.—STEAM CONSUMPTION CURVES, STURTEVANT TURBINE, 20-INCH
WHEEL, SINGLE-STAGE, NON-CONDENSING, 2,400 R. P. M.
merchant craft they are largely used for boiler-feed service,

ballast pumps, lighting and. forced draft.

On United States Government vessels alone 140 Terry tur-
bines are being used or installed as follows:

Generators—On battleships, destroyers and other boats,,
twenty-eight 5 to 1o0-kilowatt sets.

Blowers—On destroyers, 104 forced draft sets; other boats,
four forced draft sets.

Pumps—On battleships and other boats, four 17 to 400-
horsepower pump sets.

Terry turbines are also being used in the British and Chi-
nese navies.

The latest application of the Terry turbine is for driving

INTERNATIONAL MARINE ENGINEERING

FEBRUARY, IQI2

condenser circulating pumps on the Arkansas, illustration of
which is given.

Kerr turbines are used in a similar way for operating the
blowers on United States ships Perkins, Sterrett and Walke.

A type of the Elektra turbine, which is extensively used for
stationary purposes in European practice, has had a practical
test in this country as a ship auxiliary in connection with the
Leblane air pump installed on the United States collier

Water Rate-Pounds per b.h.p.-hr.
Total Steam-Pounds per Hour

(at switttboara) 4%

10 20 30 40
Brake Horse Power

FIG, 12,—STEAM CONSUMPTION CURVES, 200-H.P. CURTIS TURBINE,
THREE-STAGE, 36-INCH WHEEL, NO SUPERHEAT, NON-CONDENSING ©

Neptune, built by the Maryland Steel Company at their marine
plant in Sparrows Point, Md. The air pumps were built by
the Westinghouse Machine Company, Pittsburg, Pa., and when
tested in the shops ran about 2,200 revolutions per minute,
developing about 50 horsepower on an average steam con-
sumption of 50 pounds per horsepower, exhausting at 10
pounds pressure.

What may be considered a disadvantage with turbine in-
stallations when used for electric drives on board ship is the
increased yacuum necessary in order to obtain satisfactory
steam economy. The much augmented steam volume with a
27-inch yacuum common with turbine drives over 16 or 20
inches, as were customary with engines, requires very much
larger exhaust pipes. The space occupied by these pipes in
the often rather cramped spaces allotted to them in the ship
arrangement often leads to difficulties. Moreover, the whole

a ie lL.
Water Rate L i
eee oo
os H
a |
oe y , ae

8
E

8
Ca
[=
=]
—

zs §
Total Steam Pounds per Hour

=
i)

?
7

Water Rate-Ponnds per h.p.-hr.
a

1000

50 100 150 200 250
Brake Horse Power

FIG. 13.—STEAM CONSUMPTION CURVES, 24-INCH KERR TURBINE, SIX-STAGE,
CONDENSING, VARYING VACUUM, 70 POUNDS PRESSURE GAGE

condensing apparatus must be larger, and as a whole becomes
more expensive as well as requires more space. The turbine,
together with the generator, are bolted down, and through the
bedplate are fastened direct to the steel foundations without
any resilient material to deaden sound or to minimize shock.
The Parsons turbine as an auxiliary aboard ship has been
previously referred to.
’ While undoubtedly many installations have been made with
various other types of turbines in connection with the fur-
nishing of power for auxiliaries aboard ship, the application,
being of comparatively recent origin, precludes in many in-
stances the necessary data for the diffusion of reliable infor-
mation.

FEBRUARY, I912

STEAM Economy

Only an approximation to actual steam economy can be
given here, as the numerous circumstances inductive of re-
sults cannot possibly be accounted for. Two distinct condi-
tions which substantially influence the steam economy must,
however, be carefully noted, viz.: running, condensing and
running non-condensing, or, in other words, with a vacuum or
with atmospheric or higher pressure at the exhaust. Other
items which influence the economy in a very material degree
are running at designed power, below or above at an overload.
Also running at rated number of revolutions, or at speed
much below.

The following
economies :

give some actual test data or guaranteed

400

200

Total Water-Pounds Per Hour

Water-Rate-Pounds Per K.W.Hour

1 2 3 4 5 6 7
Load in Kilowatts

FIG. 14.—TESTS OF 5-K.W. TERRY TURBO-GENERATING SET ON U. S. S.
FANNING. STEAM 187 POUNDS, VACUUM 27 INCHES, SPEED 3,820 R.P.M.

TESTS OF 5-K. W. TURBO-GENERATING SET FOR U.S.S. T. B. D.
FANNING.

BUILT BY THE TERRY STEAM TURBINE Co., HARTFORD, CoNnN.

Results
Guaranteed. of
Test.
Gt Oi IS conc ape dada oops paar ade pS aaaAeE AaDEE Sot 8/8, 9, 12/11
SLeamipressure see E rere ite eee ne te aint rz On 187.6
Quality... Sia 1.00 .982
Vacuum, inches. . 25-28 ONE
Speed, R. P.M... 3800. 3820.

334% overload water-rate, steam 186. 6, vacuum 26. me
quality .982..

334% overload water- rate, * corresponding ‘to saturated
steam at 200 pounds..... 78. 58.

Ea Noa water-rate, steam 187. 6, vacuum 26. ‘87, “quality

4
5
6
Full load water-rate, ‘corresponding ‘to saturated steam
at 200 pounds.. 62. 58.8
083. water rate, ‘steam 187. 2, vacuum 27. 00, _ quality
4
6
4

3 load water-rate, “corresponding to saturated steam at

* 200 pounds.. 71. 60.
4 load water-rate, ‘steam 187. 4, vacuum 97. 1, quality “983
+ load water-rate, corresponding to saturated steam at

200 pounds... 81. 66.
Maximum momentary ‘speed variation, load ‘thrown ‘off.
Settled speed variation, normal condition . .

Maximum jump volts, ‘load thrown off . £6 GARDE 18.75 5
Maximum temperature rise, full load. dtc chronicle 40. 31.
Maximum temperature rise, 333% overload........... 60. 41.
Volts variation, compounding test. SOUCY OG OOOOH 2.5 2.4
Over-speed trip, in % above normal. 10.0 5.94
Commutation after full load. . jodododabsooboobanos|| obodabuso No. 1
Commutation after 334% GVer Ga den ameter vino cial [Has ieee No. 14

Operation satisfactory with 334% overload and 5 pounds back pressure. All
water rates in pounds per K. W. hour. (Normal steam.)

INTERNATIONAL MARINE ENGINEERING 61

Terry Turbines.—For generators, by test, full-load capacity
of generator, 85 kilowatts.

Steam pressure = 150 pounds.
Quality steam = 1.00.
Vacuum = 27 inches.

Revolutions per minute, 2,300.

Water rate, full load per kilowatt-hour, 32 pounds.
Water rate, half load per kilowatt-hour, 43 pounds.
Water rate for forced draft blowers, by test.

(Jv)
S
S
=)

2000

~
or

r=
Oo

Water-Rate-Pounds Per K,W.Hour

1000

Total Steam-Pounds Per Hour

wo
oO

20 30 40 50 60 70 80 90
Load in Kilowatts

FIG. 15.—TESTS OF 385-K.W. TERRY TURBO-GENERATING SET ON U. S. S.-
YOSEMITE. STEAM 150 POUNDS, VACUUM 27 INCHES, SPEED 2,240 R.P.M.

Steam pressure, 160 pounds.

Back pressure, 20 pounds absolute.

Revolutions per minute, 1,400.

Brake horsepower, 60.

Water rate per brake-horsepower-hour,
59 pounds.

Water rate per brake-horsepower-hour,
77 pounds.

For further information the reader is referred to economy
curves shown in Figs. 10-15.

In conclusion it may be added that the small-type turbines,
while not as economical under slow speed conditions of
operation as the best engines, on the whole are to be preferred
for the different advantages they offer when used for auxiliary
purposes.

1,400 revolutions,

1,000 revolutions,

Boiler Manufacturers’ Convention

The twenty-fourth annual convention of the American
Boiler Manufacturers’ Association, together with its associate
members and the Supplymen’s Association, will be held in
New Orleans, La., March 12, 13, 14 and 15, 1912. Some very
important papers ail be presented at the meeting, and other
important business of interest to all the boiler manufacturers
in the United States and Canada and supply houses dealing
with the boiler and tank industry will be transacted. An ex-
tensive programme of entertainment has been arranged, and a
large attendance of boiler manufacturers and supplymen from
the United States and Canada is expected. Information rela-
tive to rates, hotel accommodations, can be obtained from
F. B. Slocum, Continental Iron Works, Brooklyn, N. Y.

Navy League Annual Convention

The seventh annual convention and dinner of the Navy
League of the United States will be held in Washington,
D. C., February 22 to 24. The convention will open at Io
A. M., February 22, at the New Willard Hotel, where the
dinner will also take place the same evening.

62 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I912

The World’s Progress in Shipbuilding in 1911

From information compiled by the Glasgow Herald the
total tonnage of vessels, including warships, built in the world
in IQII was 50.9 percent greater than that built in 1910. In
the United Kingdom there was an increase of 55.3 percent, in
Germany 84.6 percent, in France 84.9 percent, in Holland 44
percent, in Italy 141 percent, and in Japan 40.3 percent. The
greatest increase occurred in Russia, although the total ton-
small. This remarkable increase
indicates the beginning of a new warship building
programme, which heretofore the shipbuilding industry in that
has lacked. In only one of the leading shipbuilding
countries was there a decrease over the past year, and that
was in the United States, where the total tonnage built in
IQI1I was 23.6 percent less than that built in 1910. This de-
crease was due entirely to the lack of work in the large ship-
yards on the Great Lakes, where over-production in the pre-
ceding year reduced the demand for new tonnage in I9QII.

The figures are as follows:

nage was comparatively

simply

country

| 1911. 1910. (srrerenten

| | Tonnage
apaast a Built
Tons. It, 186, 12, Tons. I. H.p. | Percent

England...... ...| 1,221,948 | 1,139,527 752,136 861,034 62.5
Scotland... .. ..| 671,624 | 837,668 420,250 624,268 | 60.0
irelandssseee .| 186,825 | 1505116 167,102 137,730 | 11.8

| | \7
United Kingdom totals.| 2,080,397 | 2,127,311 | 1,339,488 | 1,623,032 | 55.3
Colonial... 29,249 12,875 24,077 10,237 PAL 5
Germany.. 401,881 | 666,785 217,748 | 306,087 | 84.6
United States. . 268,561 | 257,825 351,369 | 304,689 | —23.6
France.. 184,411 | 324,205 99,796 | 165,630 | 84.9
Holland.. 178,618 | 101,730 124,115 86,019 | 44 0
Russia. . 94,905 | 169,215 1,854 | 160 | 5000.0
Italy... 86,814 | 148,150 36,075 | 62,600 | 141.0
Japan.. UA Me 84,462 | 164,375 60,192 | 96,633 40.3
Austria- “Hungary. Recon 68,390 | 48,485 32,121 29,706 | 113.0
Norway. . sadoca0a| 38,222 41,004 32,998 30,890 15.9
Denmark... Sgn bs c00d00|| 18,961 18,040 11,922 10,753 59.0
Belgium’ ete 12,489 1,798 15,302 26,965 | —18.4
SWEIEN, . og 05000000 0a 9,734 | 16,931 9,733 1692.0) | eee
Spain. SIA oMeS aH dado%o 6,760 | 10,800 3,234 doacsol| 109.0
Ghinaes'6 See ee 4,222 | 3,920 | 5,211 3,205 —19..0
Greece=neeee ais Be eel seer 20 | 180 | medcxe
= | —|

Grand total.........| 3,568,076 | 4,103,449 | 2,365,255 | 2,778,725 50.9

A comparison of the work done in the principal shipbuilding
centers of the world is shown by the following table:

PRINCIPAL DISTRICTS.

As has been the case in the last two years, the largest ton-
nage launched by any one concern during the year was by
Harland & Wolff, at Belfast. Nearly as large a tonnage was
launched by Swan, Hunter & Wigham Richardson, and the
other leading shipbuilders were all British concerns.

LEADING SHIPBUILDERS.

| Vessels. Tons.
Harland & Wolff . Sh Wet eee | 10 118,209
Swan, Hunter and W igham Richardson. . Mes csch IN Sete 24 109,861
Wm. Doxford and Sons... . er Ree ERS ak 17 80,400
Sir W. G. gemerong Whitworth & Co...............2..| 13 74,124
Wm. Weg e ie Py Pa Be ach es ‘| 18 73,588
Russell & Co.. Ta Aco SHOE HOE UCD OMA Pon UConn eer oe|| 14 72,230

The largest ship launched during the year was the White

Star liner Titanic, sistership to the Olympic, at Belfast. As
in the case with tonnage, the Harland & Wolff and the Swan
Hunter & Wigham Richardson Companies stand at the head
of the list for having launched the largest ships during the
year, the former with the Titanic and the latter with the
Cunarder Laconia. The Laconia, however, is a much smaller
ship, being of only 18,150 gross tons as compared with the
Titanic’s 45,000. The next largest vessel was also launched
by Harland & Wolff. It was the Royal Mail liner Avlanza of
15,000 tons. Other large ships launched in 1911 included the
Cap Finisterre, 14,500 tons, by Blohm & Voss at Hamburg,
Germany; the Shinyo Maru, 13,377 tons, by the Mitsu Bishi
Company at Nagasaki, Japan, and the Orama, 12,927 tons, by
John Brown & Company, at Clydebank. The Titanic and
Orama have combination reciprocating and turbine machinery,
the Laconia and Cap Finisterre reciprocating engines and the
others Parsons turbines.

In the United States, which was the only large shipbuild-
ing center in the world where there was a marked decrease
in the tonnage built in 1911, somewhat unusual conditions ex-
isted. In recent years the greatest amount of tonnage built
in the United States has come from the shipbuilding districts
on the Great Lakes. The largest company there is the Amer-
ican Shipbuilding Company, which comprises seven yards, and
which has usually figured as one of the leading shipbuilders
in the world in the point of tonnage produced.

This year, however, this firm does not appear in the list
of leading shipbuilders given above, and the depression there
was evident in most of the shipbuilding yards on the Great
Lakes. This decrease of tonnage built on the Great Lakes
was responsible for the decrease in the total tonnage built in
the United States during 1911, and was caused principally by
the over-production of bulk freighters in the preceding year.
From present indications, however, these yards will soon re-
sume their former rate of production, as the demand for
more bulk freighters will soon be felt. During the last year
several freight steamers were built on the Great Lakes for
ocean service, and other similar orders are now in hand. The
production on the Lakes in 1911 included only five large
bulk freighters, as compared with records of from twenty to
forty of such vessels each year in the past five years. The
number of other vessels, including passenger steamships and
packet freighters, amounting to a comparatively small part
of the total tonnage, was about equal to the amount of work
done in previous years.

As the conditions on the Great Lakes have only a purely
local effect depending upon the maritime commerce on in-
land waters, the records of the coastwise shipyards must be
looked to for an indication of the position of the United
States in relation to the world’s shipping. Here we find
every indication of an increase in tonnage under construc-
tion, which corresponds favorably with the rate of increase
in other important shipbuilding countries. The total tonnage
built in the past year was not large, but at the present time
most of the larger shipyards on the Atlantic Coast are rapidly
booking orders, which will fill these establishments to full
capacity for several years to come. The impetus to shipbuild-
ing comes largely from the new conditions which will result
from the opening of the Panama Canal.

The largest single order which is now before the ship-
builders of the Atlantic Coast is the call for bids for four
ships by the Pacific Mail Steamship Company, each of which
is to be of 15,000 gross tons, 660 feet long between perpen-
diculars, 75 feet beam, 50 feet depth, with a load draft of
30 feet. The ships are to have a speed of 16 to 18 knots.

FEBRUARY, I912
Another large order was recently placed by the American-
Hawaiian Steamship Company with the Maryland Steel Com-
pany at Sparrows Point, Md., for five 10,000-ton passenger
and freight steamers.

At the New York Shipbuilding Company, Camden, N. J.,
naval work predominates at the present time. There are
under construction the 26,000-ton battleship Arkansas and the
27,000-ton battleship Moreno; a Chinese cruiser and two
United States destroyers. As far as merchant work is con-
cerned, three large oil tank steamships have been ordered by
the Standard Oil Company, and the hull for the largest river
steamer in the world, the Washington Irving, which will be in
service on the Hudson River next summer, is under con-
struction. Besides the five large freight steamships for the
American-Hawaiian Steamship Company, there are building
at the Maryland Steel Company’s plant two 10,000-ton colliers
for the United States navy. Some small harbor and river
boats have also been delivered during the year.

As is usually the case, the Government work is fairly well
distributed through the Atlantic Coast yards. At the New-
port News Shipbuilding & Dry-Dock Company, Newport
News, Va., the battleship Texas, one submarine, one destroyer,
two colliers and two revenue cutters are now under construc-
tion. They also have a freight steamship of 3,500 gross tons
for the Bull Steamship Company, New York, ann a 6,000-ton
passenger and freight steamer for the Clyde Steamship Com-
pany. At the William Cramp & Sons Ship and Engine Build-
ing Company, Philadelphia, most of the construction is naval
work, including the battleship Wyoming, five destroyers, a
submarine and two Cuban naval vessels. Similarly, at the
Fore River Shipbuilding Company, Quincy, Mass., besides a
large suction dredge built for the United States War Depart-
ment, and some small fishing steamers, the work in hand is
naval work, including the Argentine battleship Rivadavia, two
United States destroyers and six submarines. Four destroyers
are also building at the Bath Iron Works, Bath, Me.

On the Pacific Coast the tonnage, though small, is beginning
to increase, indicating that the next year will be a satisfac-
tory one. Twelve vessels, including four submarines for the
United States, two submarines for the Chilean Government,
and five steel whaling ships and one passenger steamer are
building at the Seattle Construction & Dry-Dock Company,
Seattle.

At the Union Iron Works, San Francisco, Cal., several sub-
marines and coasting steamers are under construction, and, as
in all of the Pacific Coast yards, such as the Hall Brothers,
Marine Railway & Shipbuilding Company, Eagle Harbor, and
the Craig Shipbuilding Company, Long Beach, Cal., a large
amount of repair work has been done.

DISTRIBUTION OF SHIPBUILDING IN UNITED KINGDOM.

1911. 1910.

Vessels. | Tons. | I. H.P.| Vessels. | Tons. | I. H. P.
The eye ea See 413) 630,583) 789,929 358) 392,392) 593,840
The Forth. ae 31) 11,319 ,309 17 9,385 5,935
The Tay.. : 31) 17,303) 14,770 15) 5,982 7,800
Dee and Moray Firth.. 82) 12,419) 23,614 60) 12,491) 16,693
The Tyne.. ae oe 125} 417,175) 421,060 81) 236,688) 272,991
The Wear.. 86} 286,834) 193,343 58) 178,673) 124,205
Tees and Hartlepools... 134) 279,245) 160,640 86) 187,305) 115,975
Mersey to colwave: : 128; 84,085) 144,449 95) 41,835] 144,804
The Humber. . Sane 117, 44,966) 55,770 77| 28,033) 42,710
The Thames. . ae 167; 38,504) 72,751 143) 11,532} 30,680
English Channel... : 97 8,829) 90,974 93} 11,373) 128,969
Bristol Channel.. para 36 3,050 540 56 9,176 700
Royal Dockyards. 7} 59,260) ...... 4 22021 | eee
iceland eee 24) 186,825) 150,116 See LE T1028 13877380

All of the shipbuilding districts in the United Kingdom
shared in the substantial increase in the production of ton-
nage for the year 1911. As usual, the Clyde shipyards sur-
passed the other districts in the matter of total tonnage, and
the output there was all the more remarkable on account of

INTERNATIONAL MARINE ENGINEERING 63

the low records made in the last three years. The new
records were made not by the construction of large ships, but
by a vast increase in the construction of vessels of moderate
size, principally trading steamers of from 2,000 to 9,000 tons.
There was, of course, a great variety of work, including al-
most every type of ocean, harbor and river steamer. Some
unusual ships were built, the most notable of which was the
5,000-ton oil-engined vessel Jutlandia.

The increase in tonnage built on the Clyde was also accom-
panied by a marked increase in marine engineering
Much of this was the manufacture of turbines. At the
present time the prospects on the Clyde are very good. The
largest ship under way is the Aquitania at Clydebank. Four
large steamers for the Canadian service, a New Zealand liner,
and 50,000 tons of P. & O. steamers are also on the stocks in
various yards. Besides the oil-engined vessel already men-
tioned, the Clyde Shipbuilding Company of Port Glasgow is
building another oil-engined ship for service
lakes.

In the English shipyards the bulk of the increase was on
the northeast coast, where the activity has been abnormal.
The greatest amount of work was done in the Tyne district.
The work in the Tees and Hartlepools district kept pace with
the other shipbuilding centers, most of the product being
moderate-sized screw steamers. The Thames district, as
might ‘be expected, has suffered from the lack of naval work,
and it does not seem probable that this will be regained. A
large amount of naval work was done in the Mersey district,
including one battle cruiser, one protected cruiser, three tor-
pedo boat destroyers and two transports for the British Gov-
ernment, four destroyers for the Argentine Government and
one cruiser for the Chinese Government.

The two leading English Channel firms, Messrs. Thorny-
croft, of Southampton, and Messrs. White, of Cowes, have
during the year completed and now have under construction
a large number of torpedo boat destroyers for the Britsh
Government. The other work turned out by the English Chan-
nel yards has been confined largely to small power boats, such
as launches, pinnaces and yachts.

In the leading Irish shipyard, where such wonderful records
have been made, there is a large tonnage on hand. The largest
vessel now building outside of the Titanic is a Holland-
America liner of 32,500 tons, and a White Star vessel of 18,-
ooo tons for the Australian service. Three moderate-sized
steamships for the Royal Mail Steamship Company, and one
each for the Bibby and Elder Dempster lines, are in hand.
The total output of the British Royal Naval establishments for
the year consisted of two battleships of 23,300 tons each, two
scout cruisers of 3,380 tons each; a protected cruiser and two
submarines, making an average year of work for the dock-
yards.

In foreign countries, Germany stands in first place for the
amount of tonnage produced during the year, and also the size
of ships is rapidly increasing. Notwithstanding the big out-
put of the last year, a large amount of both the naval and
merchant marine work is still on hand. The largest vessel
is, of course, the Hamburg-American liner Imperator, of 52,-
000 gross tons, building by the Vulcan Company of Stettin.
A number of interesting oil-engined ships, ranging from 8,000
to 15,000 tons carrying capacity,

work.

on the American

are also under construction
at Kiel for the German-American Petroleum Company.

France has had an unusual year of prosperity in shipbuild-
ing. The naval work included two battleships, nine destroyers,
three gunboats, two submarines and a destroyer dock. The
steamship Rochambeau, previously described in our columns,
was the largest vessel built during the year, but this is being
followed by another at La Ciotat for the mail service of the
Messageries Maritime to the Far East, and the twin-screw
steamer Valdivia, built at Port de Bouc, for the Cie. Trans-
port Maritime of Marseilles.

64 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I9I2

A Slipping Clutch for Diesel Marine Engine Installations

BY J. RENDELL WILSON

As indicated in our January issue there were Diesel-engined
vessels in service in Russia long before the reversible marine
oil engine was perfected, and the success of these ships was in
no small way due to the Koreiwo pneumatic slipping clutch,
the use of which has been so satisfactory in that country that
it has been retained with 1,000 horsepower craft launched in
1911, despite the fact that these later vessels have reversible
oil engines installed. In the first two boats owned by Messrs.
Nobel Bros., of St. Petersburg, the Del Proposto system of
electric transmission was adopted; but evidently this gear
absorbed too much power, as practically all the remainder of
their craft were fitted with Koreiwo clutches, as also were some
ships engined for other firms by the Kolomnaer Company,

Delo, a 4,000-ton tank-ship, driven by two 500-horsepower
Diesel engines, and illustrated in our January issue, has two
of these clutches to each engine, one at the forward end and
one at aft. Fig. 1 shows the arrangement of the starboard
engine, the port engine being, of course, a duplicate. (A) is
the four-cylinder engine (B) the after clutch, and (C) the
forward clutch. When the order to reverse ship is given the

to the propeller shaft. To the inner plates of both faces an-
nular copper diaphragms (/#/) are fitted, and under these
spaces, which connected to the ship’s compressed air supply,
are formed, the connections being through the channels P*
and P in the tail-shaft and plate, respectively. Similar plates,
but thicker, are fitted over the diaphragms, and on the plate
are fixed solid rings, which carry lignum vite (one of the
hardest of woods known) strips (L).

Copper rings (F) are fitted to the interior faces of the
fly-wheel (C) and casing (D), while radial channels are cut
into the faces of the lignum vite strips, permitting the flow
of water from the pipe (NV) into the casing (D). This water
is thrown by centrifugal force into the inner periphery of the
casing, whence it passes through the channels (S) to the rim
of the fly-wheel, and is then forced by inertia through the
off-take (O). When there is no pressure under the dia-
phragms (#7) lignum vite strips do not touch the copper
rings, and the clutch is then inoperative. Upon admission of
compressed air through the aforementioned inlet channels
(P*) and (P), the diaphragms (H) and the sheet springs

FIG. 1

clutch (B), which is connected to the propeller ‘shaft, is
thrown out of engagement, and the forward clutch (C)- is
automatically thrown into action. The drive is then trans-
mitted to the shaft (/), which runs alongside the engine by
chain drive (M/) from the extension pinion (£), thence
through the gear wheels (S). This, of course, gives a reverse
action to the propeller shaft. But the Koreiwo clutch has
another important feature, namely, that with its use only a
fraction of the engine power need be transmitted; in fact,
anything from zero to full power. This is most useful in
crowded river or harbor traffic, and, gives vessels so equipped
all the qualities of a reciprocating-engined
steamship.

Regarding the construction of the Koreiwo clutch, the de-
sign is certainly very ingenious and well thought out, and the
following description should be of special interest to ship-

maneuvering

owners and marine engineers, as we do not know of a single
instance outside of Russia where it has been installed in a
ship. In that country, as before stated, it is widely in use,
especially in connection with the big Diesel-driven paddle-
boats.

Turning to Fig. 2 the fly-wheel (C) and the casing (D)
are the section of the clutch keyed to the engine crankshaft,
while contained in the casing (D) is the other half of the
clutch, which is carried on the boss (£), the latter being keyed

transmit the pressure to the lignum vite strips (L), which are
thus brought into contact with the copper rings (/), causing
the clutch to immediately grip.

As the gripping power is in accordance with the pneumatic
pressure under the diaphragms, it can be regulated by a mano-
meter also, because an almost constant coefficient of friction
is maintained by the continued surface lubrication. Thus the
gripping power can be varied from nil to the full engine power.
I€ may be argued that the friction surfaces will wear rapidly,
but by actual practice this theory has been proved wrong. In
the Koreiwo clutches constructed by the Kolomnaer Company
the surfaces are of soft copper and lignum vite, which when
lubricated with water wear exceedingly well. Generally a
pressure of about 38 pounds per square inch has to be trans-
mitted, while lignum vite has such splendid qualities that it
can safely be loaded to 350 pounds per square inch.

For the working of the clutch in actual service let us return
to the machinery of Delo, as this vessel has been successfully
running since 1908, a fact which should make American and
British marine engineers kick themselves to make sure that
they are awake. Her two 500-horsepower engines develop
their rated power at about 200 revolutions per minute, so the
pressure in each clutch when she is at full speed (9.3 knots)
is 30.7 pounds per square inch, and since the ratio between
the surface of the diaphragm and the lignum vite strips is

FEBRUARY, IQ12

3.5, the pressure between the lignum vite and copper friction
surfaces cannot exceed 128 pounds per square inch. But at
this pressure the drive is practically direct, as there is no slip,
and consequently no wear. For maneuvering the ship, the
engine, being fairly flexible, is generally brought down in
speed to about 130 revolutions per minute, reducing the
vessel’s speed to about 5% knots. It is only very rarely that a
slower speed than this is required, and then only for short
periods, and as the slipping of the clutch is only required for
speeds under 5% knots, it really gets very little wear.

Were the ship traveling at 3 knots the propeller shaft

100)
7 oS

MESS

ee
\SSj

TA
San TENN ae

IN
oY

WN
LLL

would be turning at 50 revolutions per minute and the engines
at 130 revolutions per minute, while the air pressure in the
clutch would be 2.3 pounds per square inch and 8 pounds per
square inch between the frictional surfaces. This will show
how slight is the wear under working conditions, and should
do much to remove the prejudice against slipping clutches
held by the majority of marine engineers, as despite all theory
the proof of the pudding is the eating thereof. These clutches,
but of a slightly different pattern, are also used on the numer-
ous big side-paddle tugs in service on the Volga, which are
fitted with Diesel engines ranging from 300 horsepower to 800
horsepower. Myssl, the first of these, was built five years ago,
and is owned by Messrs. Merkuler Bros., who are the owners
of Delo.

While on the subject of Russian Diesel ships we take the

INTERNATIONAL MARINE ENGINEERING 65

opportunity to supplement the information given in our
January issue. The work of carrying out Diesel installations
in ships has been about evenly divided between the Kolomnaer
Company and the Maschinenfabrik Ludwig Nobel, of St.
Petersburg, who must not be confused with Messrs. Nobel
Bros., the great oil firm and owners of Diesel ships. Ludwig
Nobel engined the following vessels in Nobel Bros.’ fleet:
Wandal (360 horsepower), Sarmat (360 horsepower), Bele-
mor (140 horsepower), Samojed (280 horsepower), Robert
Nobel (700 horsepower), Osjetin (400 horsepower), Leegin
(400 horsepower), Jngusch (400 horsepower), and Masur
(200 horsepower). Ludwig Nobel also engined the following
Russian Diesel gunboats: Kars (1,000 horsepower), Ardagan
(1,000 horsepower), Smertsch (1,coo horsepower), Graza
(1,000 horsepower), Schtorm (1,000 horsepower), and Schwal
(1,000 horsepower). The last named was placed in service
in 1909. She is driven by four 4-cylinder 250-horsepower
Diesel motors, a fact which places the Russian navy in the
proud position of being the most far-sighted navy in the

world. Kars and Ardagan have two 500-horsepower engines
apiece. The firm have also engined a number of Diesel sub-

marines for this navy, and are constructing the Diesel engines
for the 1,200-horsepower revenue cruiser launched on Dec. 16
last at Nicolieff. But the most interesting, if not the most
important item to record, is the fact that Louis Nobel has
perfected the light-weight high-speed marine Diesel engine,
and in 1910 installed an 8-cylinder V-type motor developing
150 horsepower at 600 revolutions per minute in his yacht
Intermeszo.

Twelfth International Navigation Congress

The Twelfth International Congress of Navigation will
convene in Philadelphia May 23 next. Its sessions will be
opened with a formal address by President Taft, Head Patron
of the Congress, followed by a reception to the delegates of
foreign nations and distinguished foreign engineers who will
attend.

This is the Twelfth International Navigation Congress and
the first to be held in America. Previous Congresses have
been conducted at intervals of about four years since 1885, in
Belgium, Holland, England, Germany, Italy, France and
Austria, and the last was heid in St. Petersburg in 1908.

The purposes of these Congresses, broadly speaking, are to
further the progress of work in the interest of navigation.
The Permanent Association which conducts the Congresses
now includes thirty-five nations in its membership as well as
thousands of the foremost engineers and navigation authorities
of the world. Its headquarters are in Brussels, and it is
governed by a commission composed of delegates from the
various countries holding membership.

The proceedings of the Congress at Philadelphia will be
divided into two sections—one on inland waterways and the
other on ocean navigation. Some of the important subjects to
be discussed are the equipment of ports with mechanical facili-
ties for freight handling, the most economical and profitable
dimensions for barge canals, the proper dimensions for ship
canals, such as those of Panama, Suez and the Kaiser Wilhelm
Canal in Germany; the probable dimensions of ocean steam-
ships of the future (on which depends largely the size of docks
and canals planned now); the control and improvement of
navigable rivers; the use of concrete for construction sea-
walls, retaining walls, docks, canal locks, piers, etc., means for
docking and repairing vessels, etc, Many of these subjects,
particularly those relating to barge canals, river and harbor
improvements, port facilities and means for docking and re-
pairing vessels are of vital importance in America at present.
and the discussions at this Congress will be of great value.

66 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, IQI2

Report of the Chief of the Bureau of Steam Engineering

The annual report of Rear Admiral H, I. Cone, Chief of the
Bureau of Steam Engineering of the United States navy, con-
tains some interesting information regarding the progress
which has been made in the development of the machinery for
the latest warships. In addition to the usual repairs and re-
newals to the machinery of the fleet, work of considerable
extent and involving large expenditure has been done to the
machinery of a number of vessels. The preparation and ex-
amination of plans for repairs and alterations to machinery
of vessels in commission and those fitting out at navy yards,
and for the construction of new machinery and boilers build-

ing at navy yards and by contract, have been carried on‘

during the year.

In the face of an almost universal adoption of the turbine
for battleship propelling machinery by the nations of the
world, the bureau has in the recent battleships, beginning with
the New York and Texas, abandoned the turbine in favor of
reciprocating engines for such vessels. This decision
arrived at after an extensive investigation, including the com-
parative trials of the two types of machinery in the scout
cruisers Birmingham, Chester and Salem, and in the battle-
ships Delaware and North Dakota, which render available
more exact data on the subject than are available to any other
government. It is found that the reciprocating engine is about
30 percent more economical at cruising speed than the turbine
and has about the same economy at high speeds.

was

The steam turbine as now installed in high-speed vessels,
notably destroyers and scouts, has greatly extended the range
of speed at which these vessels may be safely and continuously
driven.

It was found difficult to maintain the Niclausse boilers of the
Colorado and Pennsylvania in efficient condition because of
the inability to obtain special parts for these boilers at
reasonable prices and without great delay. Eight boilers in
each ship have been converted to a boiler resembling the
Babcock & Wilcox in construction, at practically little expense,
the foundations, furnaces and many of the pressure parts of
the original boilers having been used. It is intended to extend
this process to the other boilers of these vessels as rapidly as
their condition warrants it.

The success which has attended the use of fuel oil in the
recent torpedo boat destroyers indicates a probable increase in
the extent of the use of this fuel for naval purposes generally.
Preparations are being made at the navy yard, Philadelphia,
to instruct hremen and water tenders in the methods of burn-
ing oil. A lack of such a place of instruction has greatly hin-
dered the development of the art of oil burning in the navy.

The system of forced lubrication of the bearings of main
engines has been installed on several battleships and armored
cruisers, and will be installed on the others as opportunity
offers. This system greatly extends the life of the engine,
eliminates bearing troubles, and reduces the quantity of oil
required for lubrication.

Turbine-driven blowers, which have proved so successful in
the recent destroyers for supplying air to the fire rooms, are
being installed on those older destroyers whose condition
warrants it, thus eliminating the principal element of weakness
in these vessels.

Small foundries capable of handling about tco pounds of
metal have been installed in the battleships, increasing their
ability of self-maintenance and reducing cost of repairs.

There is a continual improvement in the economy of coal
consumption in the vessels of the service, due principally to
the steaming competition. In the direction of this economy
the evaporators of many of the vessels have been converted to

double effect. There has also been a development of system-

atic firing induced by analyses of smoke-pipe gases. Most of
the largest ships have been equipped with an apparatus for
sampling this gas and determining the proportion of COs:
therein. The result of these analyses has pointed the way to
improved economic conditions.

Under the spur of the steaming competition propellers which
are more efficient at the cruising speeds have been fitted on
the Kansas and North Carolina, and are to be installed on the
Mississippi and Vermont. As soon as accurate data of the
efficiency of existing propellers under service conditions can
be obtained it is intended further to improve the efficiency of
the fleet as a whole by replacing those propellers which are
least efficient at cruising speeds.

On account of the lack of economy of the turbine when
driven at the slow speeds compatible with propeller efficiency
it has been found necessary to investigate the problem of
coupling a high-speed turbine to a slowly revolving propeller
shaft, thus conserving loth propeller and turbine efficiencies.
The collier Neptune, recently constructed, has been fitted with
reduction-gear machinery intended to accomplish this end, and
a similar vessel, the Jupiter, which is being constructed at the
Mare Island navy yard, will be equipped with electric pro-
pelling machinery, in which a dynamo and motors are inter-
posed between the turbine and propeller shafts, both without
additional cost to the Government. In the destroyer Henley
a combination of reciprocating engines and turbines is being
installed for the purpose of improving the economy at cruising
speeds.

The extensive development of heavy oil engines of the
Diesel type that has taken place abroad within the past few
years leads to the hope that eventually this type of engine will
be available for use in large vessels of the navy. Progress in
this country has not been so marked as abroad, but American
firms are now taking up the development of this type of
engine. The submarines recently contracted for will be pro-
pelled by reversible two-cycle heavy oil engines of the Diesel
type, developing up to 600 horsepower each. It is hoped that
satisfactory proposals can be obtained for the installation of
engines of this type in the submarine tender authorized by the
last Congress. The existing stage of development does not
warrant taking up the engine for installation in larger vessels
at this time, but it is hoped that progress in the near future
will be such as to warrant this step.

During the year the fitting of sailing launches, dories and
other service types of boats with gasoline (petrol) engines
has been proceeded with. The collective horsepower of these
boat installations now exceeds 4,250, exclusive of installations
in submarine boats. The manufacture of a service design of
gasoline (petrol) motor has been undertaken at the navy yard,
Norfolk, with a view of standardizing all installations. The
substitution of oil engines for gasoline (petrol) engines is very
desirable, but thus far it has been impossible to obtain these
in small units suitable for boat installations. Three types of
motors suitable for aeronautical work have been purchased
and will be tested during the coming year.

Continued efforts are made to improve the economy of elec-
tric installations, and tests of recent turbo-generating sets
show a marked improvement over those first purchased, espe-
cially at points below full load. It has also been possible to
reduce the cost of installation in new ships hy increasing the
number of distribution centers for lighting, thereby reducing
the number of feeders piercing the protective deck. The num-
ber of lights carried by a single fuse has also been increased,
with resultant decrease in the number of branch outlets.
Modifications are being made in the design of searchlight
bases and controlling apparatus which will permit either elec-
trical or mechanical control, as may appear desirable.

FEBRUARY, IQ12

INTERNATIONAL MARINE ENGINEERING 07

A New Pacific Coast Shipbuilding and Repair Plant

The Craig Shipbuilding Company, of Toledo, Ohio, was well
and favorably known on the Great Lakes almost from the be-
ginning of steel shipbuilding there. In 1906 this business was
disposed of by sale and we next heard of the Craigs, who
found it impossible to keep their hands away from the calling,
in Los Angeles, Cal., where Mr. John F. Craig had gone for
rest and recreation.

An examination of the water front there in connection with
the then small town of Long Beach developed the possibility
of a new harbor and shipping facilities. The result, under the
direction of Mr. John F. Craig, was the opening up of an inlet
which had been previously closed by the tracks of the Southern

building Company early obtained plans for the most up-to-
date and modern type of floating dry dock designed by William
T. Donnelly, consulting engineer, 17 Battery Place, New York.
The design of this dock provides for progressive build-
ing; that is, while the completed design contemplates a dock
293 feet long in the wings and 350 feet on keel blocks, com-
posed of nine pontoons, and having a lifting power of 5,000
tons, the construction as provided and shown in the photo-
graphs is composed of five pontoons, having an over-all length
on keel blocks of 241 feet and a lifting power of approximately
3,000 tons, which is more than ample to meet the present needs
of the port. ;

DRY-DOCK Of THE CRAIG SHIPBUILDING COMPANY

- DRY-DOCK UNDER CONSTRUCTION

Pacific Railroad, by the providing of a bascule bridge with a
2co-foot clear opening, which made possible the creation of a
yery fine harbor for the now rapidly developing city of Lone
Beach. For his work in connection with the developing of
this harbor, Mr. Craig received the concession of 43 acres of
land, upon which there has been erected a complete shipbuild-
ing plant entirely equipped for building hulls and machinery.
An ocean-going tug, a dredge and two steamters have already
been built by this plant and others are under construction.

As side launching is practically universal on the Great
Lakes, the Craig Shipbuilding Company has introduced this
method upon the Pacific Coast, and one of the photographs
shows the steel service crane which handles material with
economy to ships under construction.

In anticipation of the increased shipping that will undoubt-
edly follow the opening of the Panama Canal, the Craig Ship-

ieee

Pe ccaessaiomae iene:

Rosco 00

END VIEW OF DRY-DOCK

GENERAL VIEW OF SHIPYARD, SHOWING STEEL SERVICE CRANES

When it is desired to extend the dock additional pontoons
will be built and launched. These will then be floated in place
and the wings extended over them. This can be done without
putting the dock out of commission; in fact, it could be done
with a vessel on the dry dock.

In this dock both the pontoons and wings are of timber con-
struction, and are connected together in such a manner that
they can be readily detached, which makes the self-docking
feature a simple matter. The pontoon to be self-docked is
detached, the rest of the dock pumped up and the detached
pontoon floated out from under the wings, when the remaining
portion of the dock can be lowered and the detached pontoon
docked in the usual manner.

The construction of the dock throughout is of selected
Douglas fir, put together in the most thorough and substantial

manner. The pontoons are very thoroughly protected by

68 INTERNATIONAL MARINE ENGINEERING

sheathing, and, with the accessibility for examination, little or
no trouble is expected from the toredo or other marine worms.

The dock since completion has given excellent satisfaction,
and the city and port of Long Beach are to be congratulated
upon this addition to its harbor facilities.

The pumping equipment of this dock consists of ten 10-inch
centrifugal pumps, five on each side, operated by a 100-horse-
power electric motor. These pumps are capable of pumping
the full capacity of the dock within one-half hour. The pumps
are operated by vertical shafting from a line shaft along the
top of each wing, and the individual control of the pumping is

FEBRUARY, IQI2

brought about by regulating the flood-gate in each pontoon
through which the water is admitted and delivered. This
system of controlling the pumping reduces the number of
valves to a minimum, and provides a most satisfactory and
simple method of operation. \

The dock is fully equipped with centering shores and with
bilge and keel blocks of the latest design. Compressed air is
provided for operating air tools, and it is certain that this dock,
in connection with the shipbuilding plant, will be able to render
the most prompt and efficient service in the matter of dry
docking and ship repair work.

The Canadian Pacific Railway Company’s Steamer

Princess Alice

The latest addition to the fleet of the Canadian Pacific
Railway Company is the finely modeled passenger steamship
Princess Alice, built by Messrs. Swan, Hunter & Wigham
Richardson, Ltd., at their Wallsend shipyard. The vessel is
290 feet long, 46 feet 2 inches beam, with a draft of 12 feet
6 inches. In many respects she is similar to the other well-
known steamers previously built by the same concern for
service on the Pacific coast of Canada.

She is an 18-knot ship, the main engines consisting of one
set of four-crank triple-expansion reciprocating engines, bal-

beautiful Italian walnut and finished in decorations of white
enamel and gold. Below the dining room is a restaurant, with
seating accommodations for about 100 persons at small tables.
On the promenade deck, forward, is the observation room,
with large plate glass windows on three sides. At the after
end of the same deck is the first class smoking room, fur-
nished in fumed oak. The oak walls are to be relieved with
hammered copper panels beautifully designed, and represent-
ing scenes of North American Indian life and various Cana-
dian subjects. On the upper deck, both forward and aft of the

LATEST ADDITION TO THE CANADIAN PACIFIC RAILWAY COMPANY'S FLEET, THE PRINCESS ALICE

anced on the Yarrow, Schlick, Tweedy system. The cylinders
are 27, 42, 48%, 48% inches diameter by 39 inches stroke.
Steam is furnished by four single-ended boilers, 15 feet 7
inches outside diameter, 12 feet long, the steam pressure being
180 pounds per square inch. Either coal or oil can be used as
fuel; the oil-burning apparatus is of the Wallsend-Howden
system; the liquid fuel pumps of the Weir type. California
oil will be used, and this is stored in the double bottom and
deep tanks. The boiler furnaces are clear of brick work.
Two double inlet fans are supplied by Messrs. M. Paul &
Company, Dumbarton. The condenser is of the Uniflux type,
and is independent of the engine framing. Dual type air
pumps are used, and all of the pumps are independent, none
being connected to the main engine.

The passenger accommodations include commodious cabins,
extending the whole length of both the upper and promenade
deck. On the main deck aft is the dining room, paneled in

engine and funnel casing, there are large social halls or music
rooms. Both the ventilation and lighting of saloons, cor-
ridors, staterooms, kitchens, etc., have been carefully studied
and lavishly executed. The location of the public rooms is
such that the passengers can have an uninterrupted view of
the magnificent scenery through which the vessel passes.

Tug Boat Frank Tenney
A steel tugboat was recently completed by the Maryland
Steel Company, Sparrows Point, Md., for the Spanish-
American Iron Company, for use between Santiago and mines
at Daiquiri, Cuba. The hull is of steel, built to the highest
class American Bureau of Shipping. The length over all is
125 feet 6 inches; between perpendiculars, 119 feet; the beam
molded, 25 feet; depth, molded, 13 feet, and the draft to feet.
The deckhouse is of steel and the pilot house of wood.

FEBRUARY, IQI2

There is one wooden mast equipped with one boom, capable
of handling a load of 5 tons. The joiner work is of cypress,
tongued and grooved, trimmed in oak.

Steam is furnished by one Scotch boiler, 13 feet diameter
by 11 feet long, carrying a pressure of 180 pounds per square
inch. ‘There are three 42-inch furnaces, and all the tubes are
3 inches diameter.

The propelling machinery consists of one triple-expansion
engine, with cylinders 121%, 20% and 34 inches diameter, with
a common stroke of 24 inches, designed to drive the ship at a
speed of 1144 knots. The condenser is of the surface type,
and there are circulating, bilge and feed pumps on the main
engine. The independent pumps include the sanitary, donkey,
circulating and wrecking pumps. The boiler is supplied with
an injector.

INTERNATIONAL MARINE ENGINEERING 69

Light Draft Steamers Carolina and Virginia

The steamers Carolina and Virginia, recently built at the
works of the Newport News Shipbuilding & Dry Dock Com-
pany for the Albemarle Steam Navigation Company, are in-
tended for light draft river service. The principal charac-
teristics of these steamers are as follows:

Carolina. Virginia.
Length between perpendiculars............... 121 feet 104 feet
Weng thovergal lmeeewee dts server sie ber eiccoteece 130 feet 115 feet
Beamiim ol dediy aso weripensteroeysl ens crested scaecetevs 25 feet 25 feet
Beammonudecksprer eerie eeieiecr ei: 27 feet 27 feet
Depthemoldedwathsid espe ne reEe rere nr 9 feet 9 feet
Cargo-carrying capacity at a draft of 6 feet....120 tons 100 tons
GrossmtonnaceEeee eee ECE eee Eee ieoo4Lons 292 tons
Neti tonnag emerasri eee a tne rae obhpei mace one 206 tons 179 tons
Staterooms) toyaccommodates. 4.4.42. -.s5s5e--0- 18 persons 16 persons
Saloon space to accommodate................ 85 persons 75 persons
HAY couaknadoonndoonpoomosnousobobUEaudOOb Ob 26 persons 26 persons
SPEC ett he en Tre Leto veime ite lareyn sausha 10.5 miles 9.6 miles
Seat ii J

= 16 0'Life Boat

20'Vent to Eng-Room
9 ‘GOvening:
Sn.

Deck
HO

2U' Vent to x ‘
Eng-Room 24 Vent to

Fire Room
16'0'Life Boat -
Seat

— fina of Shade Deck

SSS

“ar Seat
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abi =). Womens I Hy Lamp |e l\ar (o)
rT, i} ”. C 2 r \3 \3
heres Engineer WGI 99"Vent Box! i Q...! Room S = Sn
00m
ones 3 Range bed bel e
Elst) P D :
Homo thatch [Bertha Coal Box i Crews 2 Berths
cave] —— i ae quran] [pert
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aa i © Berths Engine Hatch we Fa 21 state
y ri
Bae 20" Vent Ss Vio a || Room
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GENERAL PLANS OF THE

The deck auxiliaries include a steam windlass, winch, gypsy
and steering engine. A fresh water tank with a capacity of
6co gallons is provided. The safety appliances include one
16-foot double-ended lifeboat and one 16-foot square stern
boat. The general arrangement and provision for the officers
and crew are evident from the drawing shown herewith,

A new too-ton tug, the John C. Stuart, designed by W. I.
Babcock, of New York, has just been completed by the Staten
Island Shipbuilding Company, Port Richmond, N. Y. The
boat is 1co-feet long and equipped with powerful fire pumps.

TUG BOAT FRANK TENNEY

The hull is of an extremely heavy and substantial construc-
tion. The shell plating is 15 pounds throughout. The keel
plate is 20 pounds reduced to 1714 pounds at the ends, and
the frames, floors, etc., are proportionately heavy. Three water-
tight bulkheads are also fitted. Heavy ties and stringers are
worked on the decks. Steel coal bunker bulkheads with heavy
coamings are also fitted. The sides of both hulls are flared
out to the guards in order to protect the deck from piles, etc.,
when landing at the docks. The entire construction is of
simple design and amply strong for the rough service in which
these vessels are engaged.

The saloons present a very attractive appearance. The

70 INTERNATIONAL MARINE ENGINEERING

joiner work and the hardware are plain and substantial. The
decks in passengers’ quarters are covered with the best
linoleum, and the staterooms are carpeted.

Each vessel is fitted with electric lights, searchlight and
generator, the generators being of sufficient capacity to light
up the ship and in addition the lights which the company has
installed on all their piers and in their warehouses.

The Carolina is fitted with a compound engine, a Kings-
ford leg boiler of 1,560 square feet heating surface, 42 square
feet of grate surface, and carrying a working pressure of 125
pounds. It is also equipped with a surface condenser of 500
square feet cooling surface and independent auxiliaries.

The Virgina is fitted with a duplicate of the engine of the
Carolina, a smaller boiler of the same type as that of the
Carolina, designed, however for a working pressure of 145

LIGHT-DRAFT RIVER STEAMER VIRGINIA

pounds. A jet condenser is installed in this ship with inde-
pendent auxiliaries.

On trial the Carolina developed 225 indicated horsepower,
and attained a speed of 10.5 miles per hour, and the Virginia
developed 200 indicated horsepower and attained a speed of
g.5 miles per hour.

The Carolina runs between Edenton, N. C., and Murfrees-
boro, N. C., and the Virginia runs between Franklin, Va., and
Tunis, N. C., the latter route being on the Blackwater River,
which is an extremely narrow stream with sharp bends,
making it necessary to reduce the length of the Virgiua in
order that she could navigate this tortuous channel.

These vessels carry a general cargo of freight throughout
the year, and at certain seasons handle large quantities of
peanuts, cotton, fertilizers, etc.
are arranged in such a manner as to be available for the
stowage of through freight.

As these steamers are operated both day and night, the
ingenious arrangement of lighting the piers and warehouses
from the generators of the steamers greatly facilitates the
handling of freight during the night work.

U. S. Battleships Oklahoma and Nevada

On the 4th of January bids were opened at the Navy De-
partment, Washington, for the construction of the two new
battleships Oklahoma and Nevada. Three bidders submitted
bids and proposals under the eight-hour-a-day law provided
for by Congress in making the appropriation for said ships.
The William Cramp & Sons’ Ship & Engine Building Com-
pany, of Philadelphia, while not submitting a bid, stated they

The holds of both vessels |

FEBRUARY, IQ12

could not do so because, in the event of its being successful,
the company would have to adopt the eight-hour law for all the
work throughout its entire plant, a condition which it at the
present time considered inexpedient.

The bids of the three firms submitting proposals were as
follows:

The Fore River Shipbuilding Company, of Quincy, Mass.,
offered to build one ship on the Department’s plans and speci-
fication for $5,980,000 (£1,230,000), which is within $20,co0
(£4,100) of the appropriated sum. As alternative bids it pro-
posed to build one vessel with Curtis turbines, instead of re-
ciprocating engines, provided by the Department’s specifica-
tions, $5,935,000 (£1,220,000), or one vessel with combination
machinery, consisting of Curtis turbines and connected re-
ciprocating engines of sufficient power for cruising speeds, for
$5,955,000 (£1,223,c00).

The New York Shipbuilding Company, of Camden, N. J.,
offered to build on the Department’s plans one vessel with
reciprocating engines for $5,965,000 (£1,225,0c0). Also to
build one vessel on the Department’s. plans, but exclusive of
magazine refrigeration for $5,926,000 (£1,217,co0). In each
case its bids provided for the use of nickel steel in place of a
special steel to be used in hull construction called for by the
Department’s plans. Both bids of the New York Shipbuilding
Company were for reciprocating engines.

The Newport News Ship & Engine Building Company, of
Newport News, Va., offered to build one vessel for $6,450,c00
(£1,323,000), or $450,000 (£92,500) above the appropriation
allowed by Congress.

The vessels in question are of 27,000 tons displacement, to
have a speed of 2014 knots when developing about 12,400
indicated horsepower on each of two shafts. The general
arrangement of the engine room machinery differs somewhat
in these two ships as compared with former. ships, in that the
main and auxiliary machinery is placed in four watertight com-
partments, obtained by dividing the engine space by three fore-
and-aft continuous bulkheads (the whole length of the engine
room being about 60 feet).

The main engines, being placed in the outboard compart-
ments, are of the four-cylinder triple-expansion type with
two low-pressure cylinders. The exhaust from each low-
pressure cylinder is led directly to its own condenser placed
athwartships, there being in all four condensers, two in each
compartment. In each branch of the low-pressure receiver,
leading from the intermediate-pressure cylinder, there is fitted
a gate valve, enabling the shutting off of either low-pressure
cylinder. Besides the main engines there are placed in each
outboard engine room three forced lubrication pumps, sea
suctions and discharges, working platforms and operating, etc.

On each side of the center-line bulkhead there is an engine
room containing two centrifugal circulating pumps, two main
air pumps, one feed tank, all of which are interconnected
from one engine room to the other. Besides the auxiliaries
enumerated there are placed in each of the compartments ‘in
question two main feed pumps, two fire and bilge pumps, one
Bureau type feed heater and one forced lubrication tank.

In the boiler room there are twelve large-tube, express-type
watertube boilers for oil fuel firing only. They are arranged
in three athwartship compartments with four boilers in each
with one common fire-room. There is one smoke stack for all
of the boilers, into which the uptakes from each boiler are led.

The time of completion for the construction of each of these
vessels is thirty-six months from the date of signing the
contract.

Contracts have been awarded to the Fore River Shipbuilding
Company for one battleship with combination machinery of
Curtis turbines and reciprocating engines, and to the New
York Shipbuilding Company for one battleship with recipro-
cating engines.

FEBRUARY, I912

INTERNATIONAL MARINE ENGINEERING Ait

New Menhaden Steamers for the Atlantic Coast

BY MARTIN C, ERISMANN

In July of last year three menhaden boats, completed in
nine months to the order of the Atlantic Fertilizer & Oil Com-
pany, of New York, were placed in commission and are now
actually engaged in fishing off the New England coast. This
industry dates from the ‘60's, and is one of long standing, but
it is only of recent years that it has been possible, through
greater demand of the products of the menhaden fishing, to
enlarge the plants of the companies engaged in this business.
For years the boats were of small size, and though they paid
well were not as well adapted, in point of view of modern
arrangements, as the new boats just put in service.

The menhaden, or pogie, as the fish are nicknamed, are
found in schools all along the Atlantic seaboard, from the
Caribbean Sea to the Eastern Coast of Maine. The fish are
detected in many ways by lookouts from the vessel, depending
upon the weather and sea conditions. When a school is sighted
a purse seine is shot overboard from a seine boat, two usually
being carried, one on each quarter; the seine is brought along-

The new vessels were designed by the firm of B. B. Crowin-
shield, naval architects and engineers, of Boston, Mass. The
three hulls were built, two by Cobb, Butler & Company, of
Rockland, Me., and one by A. D, Story, of Essex, Mass. The
machinery installation was put in the hands of the Portland
Company, of Portland, Me. The boats are of the usual type of
vessel for this trade, except that they are larger and better
equipped in every way, from a point of view of efficiency,
speed and comfort. The dimensions follow:

Length over all 165 feet.

Brea dthiereme rts rae ets er ities ses ater: 23 feet.

Drakes (loaded) Myst stoeee ak. 12 feet 9 inches.
IDYepeUO oeiaie a dickroinaorcnea Cera ee Ree een Nepueets
IsnGbicAieal INOFSE ONE sosccoscceu0cc 600

SPEER rein ee nt anys = 13 knots.

CapAciny OF isla InOlldl.csccos0agouce 4,000 barrels.
The hulls are of wood, the keel, stern, sternpost and dead-
wood of oak, the framing of white oak, the planking and ceil-

MENHADEN STEAMERS ON THE STOCKS

side, and the fish dipped out and transferred to the fish hold.

A full cargo aboard, the vessel makes all speed to the fac-
tory, where the fish are placed in large boilers and then pressed
to extract the oil, and the residue is used as the basis for fer-
tilizer. It is a substitute for German potash, bone phosphate,
which fertilizers generally contain. The oil finds an extensive
market in the leather tanning trade and for tempering of steel,
taking the place of linseed oil by reason of its cheapness and
efficiency. For lighting purposes in mines it is used for its
uncombustible properties.

The vessels which are the subject of our description are the
Martin J. Marran, Rollan E. Mason and Herbert N. Edwards.
They were built under the direct supervision of Capt. N. B.
Church, of Tiverton, R. I., manager of the fishing depart-
ment, Atlantic Fertilizer & Oil Company. Capt. Church has
always been identified with the menhaden fisheries. In 1860,
realizing the possibilities of a steamer, he and his six brothers,
who were all interested in the pogie business, commissioned
Nat Herreshoff, of Bristol, R. I., to built a vessel, which was
subsequently called the Seven Brothers.

ing hard pine, 4 inches thick, with hard pine bilge strakes. In
the vicinity of the boiler a steel beam with large gusset plates
was worked in to tie the boat together. It was the intention
to work under the planking at the line of the main deck a steel
stringer to strengthen the top member of the structure, but
these were omitted owing to possible delay in the date of
delivery,

The accommodations consist of a two-story deck house for-
ward and a house located on the raised poop aft, part of the
after house comes over the engine and boilers, and in the
forward end is located a winch room. Two large hatches in
the waist give access to the fish holds. The crew of twenty-
eight men is housed in the forecastle below the main deck,
forward of which there is a chain locker and store room; the
house on the main deck is given over to the mess room and
galley; above is the pilot house, aft of which is the captain’s
room, with two berths and a guests’ cabin, also fitted with two
berths. A toilet and wash room is located to port.

The forward end of the after house is given over to the deck
winch for handling the dipping scoops to get the fish from

72 INTERNATIONAL MARINE ENGINEERING

the seine to the fish hold. The hoisting engine is a Hyde
cargo winch, with cylinders 10 inches by ro inches, and capable
of handling 4 tons.

Aft of the winch room is located the boiler casing, engine
room skylight, chief engineer’s room and a cabin for the mate
and pilot. A toilet is fitted in after port corner, and is acces-
sible from the deck; to starboard is located the entrance to

FEBRUARY, I912

Men gthie vege teehee ska eee 13 feet 2 inches
Diam et ete sie sornkceeiersiel sik nee eee 15 feet 7 inches
Shellie sree ceeds hatioer ree ees 1 % inches thick

258 tubes (No. 1 B. W. G. seamless drawn steel) and 58
stay tubes %4 inch thick by 3 inches diameter.
IBIGANBT? GEITIEYEOs 00 cn 0000000000090 2,521 square feet
68 square feet

Greathaneat cen seinen cee EOE

Top of Coaming a1 |g !g”

(iTapove Beams one Top of Sill

THe

Heal |

jue i fi]

2/0'x 2/6" Hatch

Inoido 20's 4/0"

inside
INrFOARD PROFILE AND DECK PLAN OF THE MENHADEN STEAMERS
the after cabin on lower deck, to accommodate eight men W/OPSS * MRESSURO, oan 0005000000000 180 pounds
at the height of the season, when double crews are carried, to FL Siston Gir Signcaee 3c tose eeeee 37 tol
man four seine boats, which are then carried. In the run a Coal per square feet of grate per
store room for nets and salt is fitted. The rudder gear is of HOUTA een cialis inci eee 17 pounds
the hand type, and stocks of steel fitted with wooden blades. Water evaporated per pound of coal g pounds
The appearance of the vessels is very good, and their ability Pounds of water evaporated per

as fast, economical and comfortable boats leaves nothing to square feet of grate per hour.. 153 pounds

TRIPLE-EXPANSION ENGINE FOR ONE OF THE MENHADEN BOATS

be desired. The engine installation, which is very complete,
has been successful and given no trouble, and with the vigor-
ous conditions of service imposed, which preclude time off for
repairs, simplicity and handiness were the keynote of the
design.

The boiler of the single-ended Scotch type is fitted with
three Morison suspension furnaces. The particulars follow:

The engine, of the three-cylinder, inverted triple-expansion
type, with cylinders 1344 inches by 2134 inches by 36 inches
diameter, and 24 inches stroke. On trial, the engines devel-
oped 606 horsepower, at a steam pressure of 180 pounds, with
132 revolutions per minute. The engine was designed to be
as simple in construction and operation as was consistent with
economical operation and protracted service, with a low ‘cost
of up-keep and a minimum of repairs. The cylinders, cast
separately, of a tough grey iron, are bolted together; relief
valves are fitted, all being 1%4 inches and set at 195 pounds
for the high, 100 pounds for intermediate and 30 pounds for
the low. The supporting brackets have the slides cast on, and
the front columns are of the forged type. The valves are all
of the piston variety, there being two on the low-pressure
cylinder and one each for the high and intermediate-pressure
cylinders. The cross-heads are of cast steel and lined with
composition jibs; the valve gear is of the ordinary link type,
fitted with a steam cylinder, a lever handling both the reverse
gear and throttle, insuring quick and positive operation when
maneuvering or coming alongside the dock to discharge fish.

The bed plate is cast in one piece, with large flanges and
reinforcing wehs. At the after end there is cast on a
bracket for the hand pinch wheel. The bearings on the bed
plate are six in number, with ample surface to prevent heat-
ing under any circumstances, the lining being of Parsons anti-
friction white metal. The crankshaft is of forged steel and
of the made-up type, 8 inches in diameter and solid, and
forged by the Cape Ann Anchor Works. The connecting rods
are of forged steel, with brass boxes at both ends; the lining
of the boxes is of Parsons white metal.

The oiling system is a combination of what has been proved
to be in this type of installation the best for the purpose, and
consists generally of a reservoir located on the starboard top
of each cylinder. Pipes are led from each of the six com-
partments of each reservoir by means of wick feeds to the

FEBRUARY, 1912

points of lubrication. The slides are fitted with water circu-
lation to obviate heating, giving better lubrication by reason
of the lower temperature. The valves are of cast iron and
of the piston type.

The weight of the engine complete is about 20 tons. The
condenser, 94 inches long by 38 inches diameter, is separate
from the engine and is cylindrical, the tube sheets of composi-
tion 7/16 inch thick, with 800 54 inch diameter brass tubes,
and a cooling surface of 912 square feet.

INTERNATIONAL MARINE ENGINEERING

searchlight, 14 inches diameter and 20 amperes, is fitted on
the pilot house. An ash ejector of the Portland Co. type
discharges 8 inches above the waterline, The main steam pip-
ing is of copper, 5%4 inches diameter, as are all other steam
lines under pressure, other piping of extra strong and stand-
ard wrought iron pipe.

The coal bunkers, of 10 pounds steel plating, have a capacity
of about 75 tons of coal. The water tanks placed in the bot-
tom of the fish well contain 7,800 gallons of water.

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MACHINERY ARRANGEMENT OF THE MENHADEN STEAMERS

The circulating and centrifugal pump were manufactured
by the Morris Machine Works, and are both fitted with a
6-inch by 6-inch cylinder and 7-inch suctions.

The sea suction is 3% inches diameter to the auxiliary feed
pump, which is a 7¥%-inch by 4%-inch by 10-inch Blake hori-
zontal duplex. The air pump is an 8-inch by 14-inch by 12-
inch Blake horizontal simplex. The boiler feed is a 6-inch by
14-inch by 6-inch Blake horizontal duplex, and the boiler cir-
culating pump 5%4-inch by 3%-inch by 5-inch Blake horizontal
duplex.

An electric outfit of 5 kilowatts, 110 volts capacity, at 425
revolutions, consists of a Portland Company standard gen-
erator on the same bed plate with a Sturtevant 5-inch by
5-inch engine. This outfit gives thirty lights all through the
ship, and will stand an overload of 30 percent. A Rushmore

The thrust block is of the usual horseshoe type, with eight
collars faced with babbit. The propeller is 8 feet 6 inches
diameter by 11 feet 8 inches pitch, solid, four-bladed, manu-
factured by the Front Wheel Company of Albany, N. Y.

The boats have, since being put in service, proved to have
exceeded their speed, and the specified capacity of 4,000 bar-
rels was entirely met. At sea, in rough conditions, either
‘light or loaded, their behavior has been satisfactory, having
such stability as makes them easy, comfortable and habitable.

A twin-screw passenger steamer of 17,050 tons displace-
ment and 10,000 horsepower has been contracted for with the
Vulcan Shipbuilding Company, Stettin, Germany, by the Scan-
dinavian-American Line. The ship will be 540 feet long, 62
feet beam, 411% feet depth, with a designed speed of 17 knots.

74 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I9I2

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Broken Crankshaft

One accustomed to marine engines for freight steamers
will always consider an engine for a hopper-dredge to be of
very heavy design, the crank shafts being at least 15 percent
more in diameter than Lloyds or Veritas require. The fol-
lowing will show that this may be necessary.

On the steam hopper-dredge “N”’ a triple-expansion engine
of about 600 indicated horsepower, working with 160 pounds
steam pressure, and making 140 revolutions per minute, was
used to drive the large sand pump. ‘The suction pipe was
connected directly to the pump suction, and no grating was
fitted in the suction pipe. This vessel was used for the deep-
ening of a sea harbor. There were many stones, large and

Sand)Pump

FIG. 1

small, to be removed, and when the pump was working it
made such a terrible noise that nothing could be heard in the
engine room. One day it was found impossible to start the
The turning worm gear was put in, and with a tackle
on the end of the turning lever the engine was moved, break-
ing a large stone, which allowed the engine to be started.

Some days afterwards, again a terrible noise was heard in
the pump and immediately the engine raced badly. After
stopping it was supposed that one of the vanes of the pump
was broken; but, after taking off the cover and examining
the pump, all four vanes lay on the bottom of the pump. A
new set was ordered and put in place; it was made heavier
than the first.
place was reached where many stones had to be sucked away.
The pump then began to make much noise and some hours
after the starting a heavy knock was heard and again the
engine began racing. But now it seemed that the pump shaft
had been broken.

It was clear that something else had to be done, as it was
impossible to continue the work as things were. The suc-
tion pipe led directly to the pump suction. This arrangement
was now altered. A large tank made of %-inch plates and
3-inch angles was built in the ship close to the pump’s inlet
branch; on the top of the tank the suction pipe was connected.
The tank had a large cover bolted on, allowing all stones
to be cleared away.

This seemed to be a good arrangement, as all large stones
were drawn into this tank and not into the pump. It often

engine.

For a week the engine ran very well until a

Breakdowns at Sea and Repairs

occurred afterwards that the pump did not work on account
of the accumulation of stones in the tank, but they could now
be easily removed; a sluice valve was fitted on the top of the
tank to prevent a large quantity of water filling up the suction
pipe.

Figs. 1 and 2 show the old and new arrangements. From
the foregoing it is clear that in a dredge the crank shafts
must be very heavy and the turning gear very strong, and the
whole engine heavier than a common marine engine. Auxili-
ary steam pipes for admitting steam direct to the medium-
pressure and low-pressure receivers should be fitted, as it is
often impossible to start the engines when taking steam in
the usual way, owing to the stones, mud and other matter

3
Sluice) Valve

Pump

FIG. 2

accumulated in the pump; but this, of course, gives a high
steam pressure in the receivers and cylinders, the walls of
which must be made much stronger to withstand this extra
strain. ENGINEER.

A Little Experience

Strange, isn’t it, what a great deal of damage can be
done on board a ship, if, from one cause or other, an engi-
neer, or assistants, fail in some little duty or other? Perhaps
being a little slack in methods could account for the “failing
to do.”

A boiler becomes short of water, high-pressure steam, and
brisk fires. It may be that in feeding a set of boilers this
particular one has been keeping a steady waterline, and the
valve allowing such a good regular feed that the “engineer
on the watch” has been giving more attention to the others
than he gives this one. It has been keeping a steady feed for
watches: but, for some reason or other, the check valve stuck.
It does not take long, when you are maintaining 210 pounds
of steam and doing twenty-one knots, to evaporate water from
a working level to a dangerously low degree. The failure of
the check to work has been overlooked because of some
little trouble elsewhere in the boiler room. The line above
needs no filling in, we know. The engineer in the engine
room has failed to detect the gradual warming up of the
crank pin, for it has given absolutely no trouble for trips.

FEBRUARY, 1912

What is the result? In the case of the engineer on the boiler,
so in this. He may be lucky—he may not. Now all this
brings back to me a little experience I had a couple of years
ago while engineer on watch in a foreign port.

We had two main boilers connected up for port use—
donkey boilers—which arrangement always held, as the elec-
tric lights, refrigerator, and deck machinery were always
working in port. These two boilers were each equipped with
two separate feed pipes and checks, one set being from the
main and the other set from auxiliary valves. Both were the
same size pipes and valves, but connected to the boilers in
regular fashion, the main checks being at the passage side
of the boilers for ordinary use at sea, and the auxiliaries at
the other side, which at no time was confusing.

In port we had two firemen on the donkey boilers, one being
in charge, and a reliable man, and the feeding of the boilers
was left with him. There were three watches, with two men
on each watch. Now, although the boilers were looked after
well by the firemen, the junior engineer of each watch had to
take a periodical walk round and examine things, and report
to the senior engineer of his watch. This was at such times
that the engine room staff would not be down below over-
hauling, for then there would always be some one around.
On Sundays, in port, however, it is obvious that the presence
of the engineer below all the time, everything going smoothly,
would not be required. I have explained just how the watch
was set, who was on watch and who was in charge, so it can
be the more readily understood how the following came about.

This particular watch was Sunday afternoon, the engineers
relieving about one o’clock and the men below changing at

two. In the morning a burst had occurred in the auxiliary

feed pipe, and the engineer on that watch had been obliged
to change over on to the main feed. He reported this to his
relief, as the pipe would have to be removed to the repair
shop on the next day, and the firemen changing would be
notified by the firemen going off. Here is where the trouble
began. The firemen forgot to notify their relief, and the
engineer, not noticing the time, had let two o’clock pass and
had failed to see the relief come on, as he should have done.
Everything was all right at two o’clock.

About twenty minutes past two the electric lights went out.
This is all the alarm that was needed on that occasion. We
all ran down the engine room ladder, and, passing the electric
platform, found the man in charge there had shut off his
engines, as a heavy knock in the cylinders gave an indication
of water. We raced through to the boiler room and met the
fireman coming out to find us. He said he could not get
water in one boiler while the other one had filled up, although
he had the valve shut. The feed pump was working well,
but we slowed it down. When the fireman showed us the
check valves we saw at once what was the matter; he was
operating the checks which had been shut off, while the main
checks (which had been put into commission since the last
time he had been on watch) were in exactly the same position
—one open and the other almost shut—since he relieved his
mate. One engineer opened the blow-off valve from the
full boiler, and one of us quickly ascertained how long the
water had been out of the glass of the other, for while one
had a full glass and only knows how much higher, the other
was minus a reading the other way. The fireman said he was
just coming up as the water had just gone out of sight. A
very sorry plight, but we opened the check valve to the
“empty boiler’ and closed the other. The water just showed
in the bottom of the glass, as the other boiler, due to blow-
down operations, was just level with the top of the gage.
A sigh of relief went round, because it was a few minutes
before the water showed. No undue risk had been taken,
of course, as the water, we knew, would be well above the
crown plate; but when these things happen during the quiet of

INTERNATIONAL MARINE ENGINEERING 75

a Sunday afternoon, lights out, and one boiler with a full
glass and the other with a full “steam” glass, all in a few
minutes, and the thoughts of “what might have been,’ make
one breathe a sigh of relief when all is fixed right again.
The electric light was started and found that all was well.
The only thing that this experience brought about was what
I mentioned in the beginning of this letter: “Do not be
slack in methods,” even if you know all is well. This man
had been opening the wrong checks, because his relief had
failed to tell him of the change, and the engineer had just over-
stepped the relief of the men below by twenty minutes. The
fireman had noticed the water getting higher in the one boiler,
but had shut the check which had no connection from his
pump, leaving meanwhile the main check almost full open.
When he found the other boiler losing water he opened the
check (auxiliary) more and started the pump quicker. This
gave the full boiler more mater. I suppose the queerness of
the thing must have puzzled him, and when he was debating
with himself as to the best thing to do the lights went out.
That decided the question for him. He should have called
the engineer at the first sign of trouble, but this he failed to
do. The junior engineer was down below every fifteen
minutes after that during that watch. He had had enough
for one watch. INS, ANe Wo
New York.

Rivet Out of Ship’s Side Under Water Line

Every sea-going engineer is fairly strongly impressed with
a knowledge of what is meant by the static head of water.
It is not everybody, however, who has seen it applied in
such a startling manner as occurred during the voyage of
an oil tank steamer. The demonstration arose out of the
snapping of a rivet in the ship’s side. The rivet fell right out
and the rivet hole was considerably below the level of the
water line. As the engine room lay the full width of the
vessel, the first thing that drew the attention of the engineer
to the occurrence was a solid stream of water squirted right
across the engine room, falling, as luck would have it, full
on the dynamo. The commutator promptly flashed over, and
all the ship’s lights were put out. As hurry-up measures were
necessary, a wooden plug was quickly made and hammered
into the hole. This stopped the water for a while, but owing
probably to the working of the vessel, the plug kept coming
out and giving the engineers douche baths. These, though
highly recommended by the doctors, occurred at inconvenient
times, so that it was resolved to try something more per-
manent.

A long strip of wood was first secured which could be passed
through the rivet hole. To the middle of this was fastened
the end of a long piece of sail-twine. While this was being
done a long bolt was taken and screwed down to within an
inch of its head and a broad washer was put on to it. In front
of the washer was placed a small rubber joint. When all was
ready the vessel was stopped and the plug was taken out of the
ship’s side. The long strip of wood with the string attached
to it was pushed through the hole and allowed to float to the
surface outside the vessel, the string being paid out to allow
for. this. When it reached the surface it was pulled up to the
deck and the string was taken off the wood and fastened to the
end of the bolt. The bolt was next dropped into the sea and
by means of the sail twine it was hauled up to the rivet hole
and by careful management worked into the hole. The end
of the bolt coming into the engine room was then held by the
fingers while another rubber joint was put on. This was fol-
lowed up by another broad washer and then a nut, which was
screwed up hard. This made a sound job of the repair, and
no further trouble was experienced from this cause.

Southampton. 1 ID), Is

Repairing a Delivery Air Vessel

Some years ago, while our ship was lying in harbor at
Port Louis, Mauritius, the delivery air vessel (cast iron) be-
longing to one of our bilge pumps was accidentally broken.
The break being, however, a clean one, we had little difficulty
in effecting a successful repair.

As may be seen from the accompanying diagram, the frac-
ture occurred across the throat of the air vessel at its lower
or inlet end. To make good the damage we constructed a
flanged cylinder of 1/16-inch sheet brass, making it small
enough in diameter to fit loosely into the throat of the air
vessel, and of a length sufficient to reach for several inches
up into the chamber; in the flange of the cylinder holes were,
of course, cut to correspond with those in the flanges between
which it was to be fitted. Two wrought iron palm bolts were
also made, and on these being properly secured in the re-
quired position on the sides of the chamber the whole outfit
was built up as shown. The job was completed by pouring
into the chamber a grouting of live Portland cement till it
filled completely all space around the brass cylinder. The
outlet pipe from the top of the air vessel was then care-
fully rejointed, and, to give the cement a chance to set, every-

FRACTURED AIR VESSEL

thing about that air vessel was left undisturbed for the re-
mainder of our time in port.

In dealing with Portland cement it is well to remember that
in setting it expands; also, that if the setting can by any
means be retarded, the result, according to expert opinion,
will be an enhanced ultimate strength, this strength being
reached in about six months’ time.

Notwithstanding the fact, however, that in our case the
cement had only a few days in which to set before it was
tested, the result of that test was all that.could be desired,
for there was not even a “weep” from the fracture then, nor
all the time that the air vessel remained in service. Apart
- from other considerations, there can be little doubt that the
comparatively unvarying temperature of our bilge water, and
the consequent non-occurrence of any great degree of expan-
sion or contraction in our bilge pump pipe lines, etc., had
much to do with the job turning out so satisfactorily.

On arrival at the ship’s home port, a new air vessel was
fitted ; but a good while afterwards, in walking round the re-
pairing shop, I was rather pleased to notice the damaged air
vessel where it had been thrown aside still “all sticking to-
gether” after, no doubt, much rough handling in foundry
and fitting bay.

With regard to suction air vessels, concerning which inter-
_esting reference was made by a contributor in the June num-

6) | INTERNATIONAL MARINE ENGINEERING

FEBRUARY, IQI2

ber of INTERNATIONAL MaArtINE ENGINEERING, I may say that
in a Frihling dredge, on which I did duty for several years,
the main pump suction pipes were fitted with suction air ves-
sels. Strictly speaking, they should be called vacuum cham-
bers; our gages sometimes indicated as high as 29 inches of
vacuum, this taking place when the “slobber-box” at the
“business end” of our suction pipes got buried in the ma-
terial being dredged.

As dealing with the subject of suction air vessels, the fol-
lowing excerpt from one of the I. C, S. text books may be
quoted :

“With a long suction pipe or a pipe having numerous bends
and valves, the resistance to the flow of water through it
will be considerable, and a great deal of force will be required
to start and stop the water in it with each stroke of the pump.
In some cases the force required is so great that the pressure
of the atmosphere is not sufficient to set the column of water
in motion quickly enough to fill the pump chamber as fast
as the piston moves. This makes the action of the pump im-
perfect and causes a severe blow, called the water hammer,
when the piston again meets the inflowing water.

“The difficulty can best be remedied by the use of a
chamber called a vacuum chamber, or a suction air chamber,
attached to the pipe as near the pump as possible.

“In its general form a vacuum chamber resembles an air
chamber; but the pressure in it instead of being greater is
always less than the atmospheric pressure. When the pump
is drawing water, the air in the vacuum chamber expands and
forces the water below it into the pump; at the same time the
pressure of the atmosphere forces water in through the suc-
tion pipe to balance the reduced pressure in the vacuum cham-
ber. The vacuum chamber is again partly filled and the air
in it is compressed during the discharge stroke of the pump.
It thus acts as a reservoir that receives from the suction pipe
a nearly steady supply, which is given up intermittently to
the pump.

“For ordinary cases, the vacuum chamber may be made half
the size of an air chamber working under the same condi-
tions. A good rule is to make the cubic capacity for a single
pump twice that of the displacement of the piston for a single
stroke. ‘

“Suction and delivery air chambers should, if possible, be
placed at a bend in the pipe and close to the pump, and in
such a position as to be in line with the flow of water in the
pipe. If placed at right angles to the flow of water their
efficiency is somewhat impaired.” Marx NEssit.

A Noise and the Cause

Everybody hates noise when the cause is not understood.
A brand-new engine is supposed to run pretty slick, and the
one put in the Brownell did for about two weeks, when after
starting the engine, if it had been lying idle a few hours, a
curious knock was developed at each end of the stroke. It
was decided that it must be the crosshead brasses, but no
amount of adjustment which we could make in them obviated
the noise. Then we thought it was in the crankpin brasses,
and we took up and slacked off and argued and jawed, but the
knock was there. Finally, we took off the cylinder head and
expected to find a loose piston nut, but there was “nothing
doing.” We all got off no end of chuckled-headed remarks
about what made the knock, but no one of us could find it.
Then I got the idea that the trouble was in the rings, and took
the cylinder head off again, pulled out the piston and found
nothing the matter with the rings, so I closed it up again,

When I told the chief, he asked me if I had noticed there
was no counterbore in the cylinder. I said there was a
counterbore. He told me there was not. Then I went to the

FEBRUARY, 1912

oiler who had helped me take the head off and asked him.
He said there was a counterbore. Then I thought I had the
chief, and made him a bet that there was a counterbore, and
the oiler, hearing of this, made a side bet with him. We were
both sure. Then we took off the cylinder head, and behold
there was no counterbore, and the chief had the laugh on us,
and our money.

There happened to be a mate aboard the boat who was
almost human, and he knew quite a little about machinery,
and he heard of the bet, and came to me and said there was
something queer about that bet, as he knew there was a
counterbore in the cylinder because he had seen it when I first
took the cylinder head off. I promptly made a bet with him,
as did the captain and the oiler, and then we opened up the
cylinder again, and there was a counterbore. Well, we all
talked some. A little while after that there was trouble with
the steering gear, and a man came down from the shop that
built the engine. When he got the gear in shape he came
into the engine room to put in a little extra time to help the
boss, and, incidentally, himself. He asked about the engine,
and whether I had noticed that the cylinder had a liner in it.
I said no, it didn’t have a liner, but he said yes it did, as he
had turned it up and fitted it. Then I told him about the
knock. He scratched his head, and suddenly remembered that
he had to get back to the shop. I began thinking about the
counterbore, and to make a long story short I found that the
liner had been put in because the bore of the cylinder was
bad, and to save it a liner was resorted to, and it was pretty
thin, and the fit of the cylinder head was very free. But the

FIG. 1.—FRACTURED BLADE PREPARED FOR WELDING

worst of all was, the chap who fitted it had cut the liner off too
short, and, not wanting a “call down,” had let it go, and it was
not pinned in any way. Now when the cylinder heated up this
liner worked loose, going back and forth with the piston and
knocking on each end. Of course, when the piston started on
the up-stroke it carried the liner with it, and on account of the
loose fit of the cylinder head it was able to fetch up at the
joint, and when we first opened up the cylinder this condi-
tion existed, consequently there was no counterbore, and when
on the down-stroke the jiiner was carried with the piston, of
course there was a counterbore.

The builders had to give us a new cylinder, but we are
arguing yet about whether those bets shouldn’t be declared
off and the money returned; but we haven’t got that settled
yet. KNOCK.

The Red Star liners Kroonland and Finland have returned
to American registry after flying the Belgian for three years.
Both ships were built in 1902.

INTERNATIONAL MARINE ENGINEERING 77

Unique Repair to a Two=Ton Cast Iron Propeller Blade

The steamship Pretorian recently carried away one pro-
peller blade, and on placing the ship in drydock a fracture was
found in the flange of another blade, as shown in the photo-

FIG. 2,—COMPLETED WELD

graphs. As there was only one spare blade available it was
decided to treat the fractured blade by the oxy-acetylene pro-
cess and further to reinforce the blade, as shown in the sketch.

The fracture extended along five holes and right through the

flange. This was chipped off for a breadth of about 2 inches,

Reinforcing Plate 1 Steel

FIG, 3.—SKETCH SHOWING LOCATION OF FRACTURE IN PROPELLER BLADE

and about 200 pounds of high-grade cast iron was fused into
this place.

The repair was carried out by the Halifax Dry Dock Com-
pany, Halifax, N.S. This firm has recently installed an up-to-
date oxy-acetylene plant. One job which was accomplished
by the plant was the cutting of a to-inch rudder stock com-
pletely through in fifty-two minutes.

The plant, business and good will of the Moran Company,
Seattle, Wash., were purchased Dec. 30 by the Seattle Con-
struction & Dry Dock Company. The new company will make
some important general improvements to the plant and equip-
ment, and in addition now have under construction a 12,000-
ton floating dry dock. This dock will be the largest of its
kind on the Pacific Coast, and will give the company ample
facilities for docking the largest vessels entering Seattle.

Mr. J. V. Paterson, president and general manager of the
Moran Company, holds the same position with the new
company.

78 INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I912

Review of Important Marine Articles in the Engineering Press

Chinese Training Cruiser Ying Swet—Messrs. Vickers, Ltd.,
have recently completed at their Barrow-in-Furness works a
training cruiser for the Chinese navy which excels in the com-
prehensive character of the provisions for the effectual train-
ing of officers and men for naval service. It has. been the
aims of the designers to provide all the fighting capacity pos-
sible in a ship of this size, to install as great a yariety of guns
and machinery as possible for the practical training of the
crews, and the ability to easily maintain a high rate of speed.
The first of these is obtained by the use of 6-inch, 4-inch,
14-pounder, 3-pounder and 124-pounder guns and two torpedo
tubes; by extra stores of ammunition of all sizes, and an extra
thick protective deck for a cruiser of this size. The second
purpose has been carried out by providing both watertube and
cylindrical boilers, and, wherever consistent with good
efficiency, the use of alternative systems of auxiliary machin-
ery. The third of these aims has been met by the installation
of Parsons turbines driving triple screws. The trials have been
completed in a satisfactory manner and all conditions of the
contract were met. The principal dimensions of the ship are:
Length between perpendiculars, 330 feet; breadth, molded, 39
feet 6 inches; depth, molded, 23 feet 9 inches; mean draft, 13
feet; displacement, 2,500 tons; speed, 20 knots. 1,700 words
with photographs and drawings.—Engineering, December 22.

Description and Trials of United States Torpedo Boat De-
stroyers Warrington and,Mayrant—By W. B. Robins. Tor-
pedo boat destroyers, Nos. 30 and 31, the Lewis Warrington
and John Mayrant, belong to the first group of oil-burning
destroyers of our navy, and have the first installations of
Zoelly turbines for naval purposes in this country. Contract
for these ships was made Oct. 1, 1908, with the William Cramp
& Sons Company, and they were delivered in March and July
of 1911. A few of the principal specifications are: Length
over all, 293 feet 101% inches; molded breadth, 26 feet 4%
inches; depth molded to main deck, 16 feet 434 inches; draft,
8 feet 4 inches; normal displacement, 742 tons. The main
engines consist of two Zoelly compound impulse turbines on
two shafts, each having a backing turbine if the after end.
Designed horsepower is 13,000, at 650 revolutions per minute,
with steam pressure of 250 pounds. The propellers are three-
bladed solid manganese bronze wheels machined to true pitch.
Diameter is 6 feet 8 inches and pitch 6 feet 2 inhes. Steam is
supplied by four White-Forster watertube oil-burning boilers
in two fire-rooms and having three smoke stacks. Oil burners
are of the Schutte & KGerting type. Complete description and
data from trials, which were reported satisfactory, are given
in the article, together with photographs. 15,000 words.—
Journal of the American Society of Naval Engineers, No-
vember.

The Cunard Liner Laconia and the Rolling of Ships——What
is called the most important application of the Frahm system
of anti-rolling tanks has been installed on the Cunard twin-
screw ship Laconia. This vessel, a sister ship of the Fran-
coma, recently put in commission, is designed for the Boston
service. Her general dimensions and _ specifications are:
Length over all, 625 feet; breadth, 72 feet; registered gross
tonnage, 18,150 tons; displacement, 25,000 tons. There is carry-
ing capacity for 3oo first class, 4co second class and 2,000 third
class passengers and 7,coo tons of freight. The chief feature
of scientific interest is the anti-rolling tank to prevent the ships
rolling when the sea is abeam. A U-shaped ’thwartship tank is
fitted and connected along the horizontal line. When waves
synchronize with the period of roll of the ship, the water in
this tank oscillates with a period equal to the individual period

of the ship, but with a difference of phase of 90 degrees. Thus
a tendency to counteract the impulse to roll is formed, de-
pending in size upon the volume of the tank and the loading
and size of the ship. In this ship the tanks, for there are two
of them, are placed forward in the ’thwartship bunkers, where
they do not interfere with the arrangement of the ship. They
extend the width of the ship and for nine and six-frame
spaces, respectively, fore and aft. The connecting passage
between the side basins is placed on the double bottom. Each
tank has an air valve and piping to pumps for filling and
emptying, for use is made of them only when the ship is
actually rolling, otherwise they are carried empty. Only suf-
ficient space of the system is used as is necessary to damp the
rolling of the vessel, and since the two tanks are entirely in-
dependent either one or both may be used. A gyroscope-
pendulum is fitted for the measurement and recording of the
rolling motions of the ship. This instrument consists of a
gyroscope rotated by an electric motor, which remains steadily
in the same vertical position. The frame of the instrument
rolls with the ship, and its relative position to the wheel is
traced on a strip of paper wound up on a roll by a motor.
Trials of the apparatus were made, but not at a time when the
ship was subject to a heavy swell. It showed clearly a differ-
ence in the variety and extent of the ship’s rolling when the
tanks were in use and when not in use. The results were in
general encouraging, but further use will show better in detail
what may be expected from their general adoption. 4,000
words and drawings.—Engineering, December 15.

Description and Trials United States Torpedo Boat De-
stroyer Patterson—By W. B. Robins. Torpedo boat destroyer
No. 36, the Patterson, was authorized March 3, 1909, contract
for building signed June 14 with the William Cramp & Sons
Company, and was delivered Oct. 7, 1911, at the navy. yard,
Philadelphia. Principal dimensions are: Length between per-
pendiculars, 289 feet; molded breadth, 26 feet 414 inches;
depth, molded, 16 feet 434 inches; normal draft, 8 feet 4
inches; displacement, normal, 742 tons; block coefficient, 0.408.
Propelling machinery consists of White-Forster oil-burning

-watertube boilers and Parsons turbines, five of which are

arranged on three shafts. Propellers are three-bladed, solid
manganese bronze castings, with faces of blades machined to
true pitch. Diameter, 5 feet 3 inches; pitch, 4 feet 10.1 inches.
There are four boilers arranged in two fire-rooms. Machinery
arrangements, aside from main engines, are very much like
the Warrington and Mayrant, reviewed in this number. 3,200
words with tables and plots of vessel’s performance.—Journal
of the American Society of Naval Engineers, November.

Twin-Screw Refrigerated Meat Steamer—The steamer
El Zarate has recently been completed by the Greenock &
Grangemouth Dockyard Company, Ltd., for the Smithfield &
Argentine Meat Gompany, Ltd. It is to be used for carrying
meat down the River Plate to steamers carrying to British
ports, and has been designed to the British Corporation speci-
fications for river service. The general dimensions are:
Length between perpendiculars 210 feet, 42 feet beam, 11 feet
3 inches molded depth to main deck. A bridge deck is added
for 120 feet amidships, which, with the lower holds, gives
space for insulated cargo to the amount of 60,000 cubic feet,
which accommodates 400 tons deadweight. The hold is
divided by five steel bulkheads. All compartments are thor-
oughly insulated by granulated cork and double thicknesses of
tongued and grooved wood. Arrangements for loading are
made so that all cargo may be loaded on trolleys without the

FEBRUARY, IQI2

rehandling otherwise necessary. The refrigerating plant is
sufficiently large so that half may be under repair and the
other half keep the cargo at a suitable temperature. The
propelling machinery is placed aft, and consists of two sets of
compound condensing engines. Extra surface is supplied to
insure high vacua at high temperatures of circulating water.
Steam is supplied at 140 pounds pressure by two cylindrical
multi-tubular boilers. Coal bunkers of large capacity are fitted
alongside boilers. On trial the boat maintained a speed of
10.4 knots. 1,350 words, drawings and photograph.—The
Engineer, December 15.

Marine Jet Propulsion—By R. Kennedy. A thorough con-
sideration of the forces involved and the most efficient means
of employing them. Tells of the tests that were made on the
Water Witch and why they failed. In this case pumps of very.
low efficiency were used, and the further mistake was made
of stopping the flow of water through the vessel and impart-
ing to it the velocity of the vessel itself. The loss for this is in
some cases half the total available for propulsion. In looking
for a system that might have a chance to prove its worth in
competition with a screw propeller, the pump should show at
least 80 percent efficiency. That centrifugals may now be
designed even better than that is the author’s belief. The one
difficulty that is immediately apparent is the large entrance
velocity required by the speed of the ship. This may be over-
come by making the pump produce increased pressure, work-
ing within a Venturi tube, instead of producing increased
velocity as is usually done when working in straight pipe.
The increased velocity in this case results from the change in
pipe size behind the pump and not in the pump itself. Pumps
of this type may be arranged in series or multiple or both,
depending on what velocity of jet and volume of water the
design called for. Contrary to the usual belief, jets of same
size as the usual propeller of the screw type are not required.
The slower the ship the slower the velocity, and hence the
larger volume to be moved. Therefore, the faster the ship the
less water per ton of displacement is needed. The water car-
ried within the ship is a serious consideration, and there is
at present no way over this. The author thinks a fair test
for the only scientific method of jet propulsion is yet untried,
and tries to show that such a test would bring a success-
ful solution. 4,800 words.—The Engineering Review, Novem-
ber 15.

The German Institution of Naval Architects—An outline
of the papers and discussions at the thirtieth annual meeting
of the Schiffbautechnischen Gesellschaft, held at Charlotten-
burg on the 23d, 24th and 25th of November. This review is
given in two instalments, and is of necessity of considerable
length. Only those parts of most interest to marine engineers
and naval architects will be touched on here, and even those
only briefly. An interesting paper was “The Oil Motor in the
German Sea Fisheries,’ by Prof, Romberg, of Charlottenburg.
At first light oil motor car engines were used, but these were
unsatisfactory. Engines of English make had had some suc-
cess, but these had bad features. A prize was offered for the
best design for an engine for such work, and a fairly satisfac-
tory engine was the result. The main qualities needed were
reliability, simplicity and small space requirements. Any
complicated engine would suffer from rough treatment in
these craft. Discussion on this paper was general and many
good suggestions were offered. The next paper was “Studies
and Experimental Work for the Design of My Large Oil
Motor,” by Prof. H. Junkers. The main problems to be solved
were, he said, those of the transmission of heat and of the in-
troduction of the charge in as cleanly a manner and at as low
a temperature as possible. An important point was to design
the combustion chamber as far as possible with unpierced
walls. Protracted studies and experiment had led to the con-

.An example was cited from the experience of the

INTERNATIONAL MARINE ENGINEERING 79

struction of an experimental double-piston, two-cycle, hori-
zontal gas engine, which embodied the principles involved.
The next step was to adapt this to the conditions of ship
work. Plans and particulars were given of the engine being
built for a ship for the Hamburg-American Line. The dis-
cussion of this paper was, as might be expected from a design
so novel, very general, and several features were gone into
extensively. Among others questioned were the unusual
height of the frame and cylinders, stuffing-boxes, extra num-
ber of rods involved, all of which objections were answered
by the designer. The next paper referred to the direction of
turning of twin screws for best effect in maneuvering a vessel.
North
Lloyd, and endorsed by the experience of many
present, that outward-turning screws were much more favor-
able to quick and efficient handling of a ship than inward
turning. Another paper read was under the title, “Practical
Results with Counter Propellers,’ by Dr. Wagner. The prin-
ciple upon which this works is that of the water turbine, and
when a counter propeller is placed just aft of the usual wheel
the efficiency of propulsion is raised from 65 or 75 percent to
85 percent, and by further improvements even 90 percent
might be realized. Experiments on small scale have shown
this saving to be a real one. The next paper, and the last of
importance, was by Herr H. Holzwarth, on “The Gas Tur-
bine.” As this paper has been reviewed from the original in
our last month’s instalment no further comment on it will be
given. 12,000 words with photographs.—The Engineer, De-
cember 1 and 8.

German

The Suction of Vessels—A consideration of the causes
of the collision between the Hawke and Olympic. Medel
tests were made and reported by Mr. D. W. Taylor on
the subject of the attraction of passing vessels at the Society
of Naval Architects and Marine Engineers in 1909. These
results are interesting in that they almost exactly corroborate
the Teddington experiments following the recent accident.
Although the subject is so large and the experiments made
relatively few, some general results are suggested. These are,
briefly, that as one ship passes another, when beginning to lap,
the bow of the passing ship is attracted to the slower ship and
the stern repulsed. When side by side a change takes place,
and from that stage on the bow is repulsed and the stern
attracted. If the two are in close proximity the rudder ap-
parently does little good, this probably being the case with the
Hawke. The intensity of these effects vary with the depth of
water, size and block coefficients of the ships, width of channel
or free water available and the speed of the ships. The case
above mentioned was an extreme one, due to the great size
of the Olympic, her speed and narrow channel in which they
attempted to pass. 2,400 words.—The Engineer, December 22.

Approximate Stability—By Arthur R. Liddell, Charlotten-
Eurg. Calculations of stability as usually made involve a good
deal of laborious and tedious work. The author in this article
makes use of approximate curves of righting levers, of which
he gives tables and explains the method for obtaining and
using. By assuming the ’midship section a rectangle, the right-
ing levers are obtained in terms of the height of the block
divided by the half breadth by means of six formule. These
tables are given for an inclination of 30 and 60 degrees, and a
short cut given for getting their values for 90 degrees in-
clination. From these tables values may be taken for their
respective inclinations for any depth of block, and with the
initial angle give sufficient points to plot a curve of righting
levers. From this point on the process follows the usual
course. Other applications than to transverse stability are
then described briefly. 2,700 words, diagrams and tables.—
The Engineer, December 15.

8o INTERNATIONAL MARINE ENGINEERING

The Conversion of Niclausse into Babcock & Wilcox Boilers
on the United States Ships Colorado and Pennsylvana.—By
Commander C. N. Offley, U. S. N. This change was made
by the Bureau of Steam Engineering on account of the high
cost and difficulty of obtaining spare parts for the Niclausse
doilers. Eight boilers were changed on each ship and the parts
kept as spares for the remaining boilers. The actual work of
changing the boilers was not a large part of the whole work,
owing to part of the double bottom being renewed at the
The removal and replacing of stacks and uptakes
was a large part. Article shows how the job was done by
drawings and descriptions. 870 words.—Journal of the
American Society of Naval Engineers, November.

1
|
same time.

Some Impressions of Continental Marine Diesel Engine
Practice—No. I—Description of a visit to the works of the
Carels Fréres, and more paricularly of their latest two-cycle
marine oil engine developing 1,000 brake-horsepower. This
engine is a four-cylinder reversible motor with cylinders 450
millimeters diameter and 560 millimeters stroke, turning at 250
revolutions per minute and weighing about 78 pounds per
Steel castings are used for bedplate
The process of

horsepower complete.
and cylinder jackets and in other places.
starting is very simple, and is accomplished by use of three
small levers. Control of speed after starting is accomplished
by varying the delivery of fuel pumps. An improved engine
has been already designed, and while the drawings were exam-
ined by the author no comments are printed. It is expected
that many objectionable features in this older engine will be
removed in the new. 2,450 words and photograph of the
engine—The Engineer, December 8.

Some Impressions of Continental Marine Diesel Engine
Practice—No. IJ.—This instalment deals with what was seen
at the Maschinenfabrik Augsburg-Nurnberg plant. Although
this company has been building oil engines for twelve years it
turned its attention to marine reversible engines only three
years ago. Of single-acting engines two types are being made
—heavy and light. The former are for ordinary commercial
purposes, and weigh about 110 pounds per brake-horsepower,
including all auxiliaries and thrust block. They are made in
eight sizes, from 150 to 2,000 brake-horsepower, running from
300 down to 185 revolutions per minute for the two extremes.
The standard engine of this type is six-cylinder and has no
fly-wheel. The lightweight engines are designed for naval
purposes, and are offered in ten sizes, running from 550 to 300
revolutions per minute. The total weight for this design is
from 37 to 50 pounds per brake-horsepower, varying in-
versely with the size. The M. A. N. engines show very well
the simplicity of the two-cycle type, and are provided with
reversing and handling gear of unusually simple and effective
design. One notable engine was shown of the double-acting
type, which was of 850-1,0co horsepower, working at about 130
revolutions per minute. It had three cylinders of 18.9 inches
diameter and 25.6 inches stroke. Arrangement has been made
whereby for slower running the oil to the lower half of the
cylinders may be cut off and the engine run single-acting.
After a detailed account of the mechanism of the engines built
by this firm the manner of reversing the two-cycle engine is
explained in detail. 3,0co words and photographs.—The
Engineer, December 15.

Some Impressions of Continental Marine Diesel Engine
Practice—No, III.—Yhis paper deals exclusively with a visit
to the works of the Sulzer Bros. at Winterthur. The most
space is given to the description of this firm’s latest type of
six-cylinder marine engine, followed by description of an
installation in the twin-screw oil ship Romagna. The whole
article is well illustrated with photographs and drawings, and
well shows what has been accomplished by this one firm in a
new line of marine engineering. The general impression re-

used to some extent for doors, etc.

FEBRUARY, IQI2

ceived at the works is that the largest jobs are handled there
as a matter of everyday occurrence. Surely a great variety of
work is turned out. One engine seen was a single-cylinder
motor designed to give 2,000 horsepower at the brake, and
at the same time there was being built a three-cylinder engine
for 35 horsepower at 450 revolutions. The latest Sulzer six-
cylinder motor is two-cycle, and gives 300 brake-horsepower
at 500 revolutions per minute. It has scavenging and com-
pressed air pumps at the forward end of the crankshaft. The
scavenging air valve is placed at the bottom of the cylinder,
operated by a tappet without the intervention of a rocker.
Repeated experiment has shown that this placing of the valve
is as conducive to efficiency as the usual one in the head of the
cylinder. The cams operating the fuel and compressed air
in the head of the cylinder are run in oil, greatly reducing the
noise. Trunk pistons are used and the bottom of the engine
is enclosed. The bedplate is of bronze, while aluminum is
The Italian mail boat
Romagna is 175 feet long, 25 feet of beam and 12.6 feet in
depth, with a displacement of 1,000 tons. She has two &co-
horsepower motors, which take up a very small space in the
hull. On trial, it is said, she did 12.4 knots, and thorough
maneuvering tests were satisfactorily carried out. It is re-
ported that in actual service the governor kept the engines
under control in heavy seas. 3,000 words.—The Engineer,
December 22. :

Superheated Steam at Sea—By P. C. Ashford. A review
of the situation in marine engineering of the case of the
superheater. Although the resulting economy from the use of
superheaters has been known for fifty years, their use was not
extensively adopted because of the difficulties attendant upon
their practical operation. Thus at first there was difficulty in
the design of a suitable superheater. Afterward, difficulties
with oil in feed water, salt leaking through condensers into
the feed and other minor troubles caused owners and builders
to overlook the economy to be obtained. Within the last few
years these difficulties have been overcome, and the future of
the superheater for marine service is bright. Many small in-
stallations are in operation as well as some as large as 20,000
horsepower in the German and United States navies. The
extensive introduction of turbines revived interest in super-
heaters, for though a smaller economy is given when used with
turbines the troubles are practically nil. The Schmidt type is
one commonly used with Scotch boilers and the Babcock &
Wilcox with watertube boilers. The article gives tables of
data showing the economy obtained from various degrees of
superheat with both types, together with numerous illustra-
tions of them in boilers of different kinds. 2,600 words.—
Cassier’s Magazine, November.

A New Horsepower Calculator—By Commander U. T.
Holmes, U. S. N. A useful instrument for shipboard where
many horsepower calculations must be made. Based on the

I? NE IR
expressions H, P, = , Or Ja, IP, SK 2 SIP SC IR, ane
‘ k
making use of logarithmic scales on the principle of the slide
rule. The instrument is adaptable to different engines by
changing the position of the rule on which is marked the value
of the k. Scales for converting mean effective pressures into
equivalent mean pressures, and for showing values of moments
in the Denny-Johnson torsion-meter shaft corresponding to
angular deflections of the shaft as measured, are shown on
the same board. The device was arranged by Lieutenant-
Commander L. F. James, U. S. N., and it has become a part
of the equipment of the engineering laboratory at the Naval
Academy as well as of the engine rooms afloat. 1,800 words
with several illustrations.—Journal of the American Society
of Naval Engineers, November.

FEBRUARY, IQI2

INTERNATIONAL

Published Monthly at

17 Battery Place
By MARINE ENGINEERING, INCORPORATED
H. L. ALDRICH, President and Treasurer

New York

Assoc. Member of Council, Soc. N. A. and M. E.
and at

Christopher St., Finsbury Square, London, E. C.
BR. J. P. BENN, Director and Publisher

Assoc. I. N. A.
HOWARD H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc: IT. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,
Mass.

Branch Office: Boston, 643 Old South Building, S. I. CarpENnTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.

INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

As shown on another page of this issue, nearly every
maritime country in the world has shown a remark-
able increase in the amount of shipbuilding and marine
engineering carried out in 1911. Not only have the
records of the leading shipbuilding centers been ex-
ceptional, but the rate of increase in the smaller mari-
time nations has, in many cases, been abnormal.
Naval work, of course, in many cases predominated ;
but, aside from that, the remarkable records made
were due principally to the widespread expansion of
over-sea trade and the consequent upbuilding of the
world’s merchant marine. At the present time re-
ports from Lloyd’s show that the figurés for the ton-
nage under construction in the United Kingdom for
the last quarter are the highest ever recorded by the
society, being 5 percent greater than the preceding
quarter and 30 percent greater than that for the cor-
responding period last year. With such prospects and
with the forthcoming readjustment of maritime com-
merce by the opening of the Panama Canal, shipbuild-
ing and its allied industries cannot fail to maintain an
unprecedented era of activity.

The McAllister plan for assessing tolls on vessels
making use of the Panama Canal seems to have been
very favorably received, not only by members of the

_ displacement.

MARINE ENGINEERING 81

Congressional committee investigating the subject,
but by many others who have given thought to the
question of tolls. This plan, as laid before the com-
mittee by Captain C. A. McAllister, engineer-in-chief
of the Revenue Cutter Service, proposes to do away
entirely with the usual plan of assessing tolls on the
net tonnage of all vessels with the various exceptions
and conditions necessitated by the different types of
vessels. It proposes to have every ship entering the
canal measured, as to length, beam and draft at the
waterline, so as to secure its so-called block displace-
ment. It would take but a short time to make these
measurements and to figure exactly the number of
cubic feet m the block determined by these dimensions.
The toll is to be a fixed amount per cubic foot of block
The possibility of there being some in-
justice to a fast ship of fine lines with a comparatively
small carrying capacity, and the rules being particu-
larly favorable to steamers of the tramp type, is be-
lieved to be overbalanced because of the much higher
freight rates the ship of finer lines would charge.
In whatever way the question may be viewed, the un-
fairness which accompanies the usual methods of as-
sessing canal tolls is obviated, and the proposed plan
is commendable for its simplicity.

One of the innovations in marine engineering which
has made a rapid advance in recent years is the use of
the small steam turbine for driving auxiliaries. The
initial steps in this direction were, of course, limited,
and it required time to work out the adjustments
necessary to adapt the machine to its peculiar require-
ments on board ship. The many years which had
been spent in the perfection of small reciprocating en-
gines for this service left a small margin of improve-
ment for the turbine to show its superiority. The
adaptation of the turbine drive to ship auxiliaries,
however, was more closely related to similar installa-
tions on shore than, for instance, was the use of the
turbine in large units for ship propulsion, and, conse-
quently, the experience gained from the wide use
of the turbine-driven auxiliaries on shore did much
to develop this type of turbine for marine work. The
result has been that small steam turbines are now be-
ing used, to a great extent, on both merchant and naval
vessels for driving electric generating sets, forced
draft blowers, rotary air pumps and air compressors.
A more recent use of the turbine, and one which
promises to be of considerable advantage, is the devel-
ment of turbo circulating and feed pumps. Installa-
tions of such character frequently require the use of
machines developing several hundred horsepower at
the brake. To accomplish this, and to take the place
of economical reciprocating engines, it is necessary
that the small turbine show a good performance in the
question of steam consumption. It is gratifying to
note that good results in this direction are now ob-
tainable.

ie)
iS)

INTERNATIONAL MARINE ENGINEERING

FEBRUARY, I9I2

Improved Engineering Specialties for the Marine Field

Brooke Gasolene (Petrol) Engine

The variety of uses for which the Brooke internal-com-
bustion engines are made is shown in the accompanying illus-
tration, a view which was taken in the corner of the finishing
shop. The trolley shown on the left is fitted with a 12-horse-
power Brooke motor, one end of which drives a centrifugal
pump and the other end a belt pulley. Beyond this apparatus

are two 12-horsepower centrifugal pumping sets and a 45-
horsepower motor. Inthe foreground is a 65-horsepower
marine motor, a 4-horsepower pumping set and a 25-horse-
power six-cylinder motor, also a 4-horsepower electric lignt-
ing set. These equipments are manufactured by J. W. Brooke
& ‘Company, Ltd., Lowestoft, and they are all destined for
shipment to foreign countries.

Planet Thrust Bearings

Roller or ball bearings for taking end thrust have proved
successful, but there are some features in connection with the
design of the bearing which have to be considered. It is im-
possible to produce a mechancial coupling in a single ball
where the load is transmitted through the ball to two plane
surfaces. In the thrust bearing made by the Planet Engineer-

ing Company, New York City, the three-point support avoids
intermediate stresses due to inequality of size or the presence
of grit. Since the load-carrying capacity of a ball increases as
the square of the diameter, the design of the Planet bearing,
it is claimed, allows a larger diameter than any other type of
ball or roller bearing. The details of design concerning the
support and mounting or housing of the bearing surfaces are
matters which can be determined by the designer of the appa-
ratus, and the manufacture of such parts is within the scope
of ordinary machine shop practice. But it is not practical for

the ordinary manufacturer to make steel of the requisite
quality, nor are many machine shops equipped with precision
tools to grind the steel to the accurate dimensions required.
These are matters which can be taken care of by the product
of the Planet Engineering Company, and the details can be
worked out for a variety of uses.

Green’s Emergency Cupola

The furnace illustrated was designed for making castings
which are urgently needed for breakdown work or for test
mixtures or for pouring castings which have missed or can-
not wait for the next blow from the ordinary cupola. The
need of such an auxiliary in ordinary foundry work is ap-
parent, but the casting must be done quickly and satisfactorily.
In this furnace the blast is admitted through two hollow
trunnions which form the tuyeres. There are two suitable
bend pipes fitted with sight holes, so arranged that any slag
which may find its way into them may be removed readily

without causing a choking up of the blast pipes. To the two
bend pipes is coupled a suitable Y-shaped pipe, which con-
nects the fan to the furnace and which is fitted with a suitable
blast gate. The blast fan is mounted as shown in the illus-
tration, and requires about one-half horsepower for operation.
The furnace is fitted with a drop bottom and two pouring
spouts, the top spout being available in event of the bottom
one becoming choked with chilled iron or slag. The lining of
the furnace is of ganister. When in operation molten metal
pours out the spout in from eight to ten minutes after setting
on the blast, and it is reported that 20 cwt. heats are melted
daily, and sometimes 40 cwt. heats, with satisfactory results.
George Green & Company, Keighley, are the manufacturers of

the cupola.

A New Propeller Material

‘

Monel metal, which is a “natural alloy” that is regarded
as a successful substitute for steel and bronze, has recently
been cast in pieces weighing as much as 25,000 pounds. Most
of these large castings have been for propellers that are fur-
nished to the United States Government in accordance with
standard specifications for this metal. The demand for wheels

FEBRUARY, I912

of this metal is increasing, which is indicative that it possesses
unusual qualities that make it extremely suitable for this
purpose.

One of the most prominent of the naval vessels that has
been equipped with propellers of this metal is the Argentine
Republic’s huge battleship Rivadavia recently launched at the
Fore River shipyard. It has three propellers, and all are made
of Monel metal and three-bladed, each casting weighing 16,000
pounds.

Two spare wheels of 18,000 pounds each have also been
made for the North Dakota, while four propellers, each
weighing 8,coo pounds, have been cast for the Florida. These
last are of the three-bladed design, which is preferred for
high-speed vessels, though when the diameter is unduly re-
stricted four or more are used.

Many torpedo boat destroyers are now fitted with Monel
metal propellers. The more important of those propelled by
a three-bladed design weighing 2,000 pounds each are the
Terry, Roe, Sterrell, Perkins, Walke and Fanning.

Heretofore propellers have been made largely of various
kinds of bronze, particularly manganese bronze; the qualities
that have made manganese bronze suitable for this use are its

EXTERIOR OF BADENHAUSEN MARINE BOILER, SHOWING THE CASING AND
MANHOLES

ability to resist shock and its resistance to salt water cor-
rosion; but with the rapid development of the marine turbine
the demand for a propeller material that would stand even
better the severe shocks of high-speed service has become
manifest. With the idea in view of using Monel metal as a
substitute for bronze various tests were made on propellers
cast of this material. The results were surprising, and at first
were thought to be due to increased tensile strength, yield
point and the retention of its high polish without corrosion or
pitting, for Monel metal takes a finish like pure nickel. The
most probable of these appeared to be the last, as the in-
creased tensile strength over that of manganese bronze would
only indicate an increase of the factor of safety and re-
sistance to shock rather than resistance to stresses within the
elastic limit. Careful experiments with a testing machine on
a large number of samples demonstrated that the remarkable
results were due to the modulus of elasticity. Manganese
bronze has a modulus of elasticity of 13,000,000; Monel metal,
22,000,000 to 23,000,000, and steel 28,000,000 to 32,000,000. All

INTERNATIONAL MARINE ENGINEERING 83

metals, of course, distort inside the elastic limit and recover
again when the stresses are removed, but it will be noted that
the distortion with Monel metal is less than with manganese
bronze. With distortions come changes of pitch and con-
sequent losses of efficiency.

From a practical standpoint the following tests, made in
duplicate, from test pieces cut from one of the blades for one
of the 16,co0-pound propellers for the Rivadavia, are inter-
esting as showing both the strength and uniformity of this
new metal:

TESTS ON MONEL METAL PROPELLERS
Laboratory of Wm. Sellers, Inc., Philadelphia, Pa.

-——Pounds Per Square Inch, Elongation

Yield Point. Tensile Strength. in 2 ins.
Hits tablad cereieeieireireieiiets 38,806 82,580 45%
Secomdl WAC soscoaccccce 35,820 81,570 45
Iinveral WAC csooovc0c00000 37,500 86,500 45

Laboratory of the Orford Copper Company, Bayonne, \. J.

-—Pounds Per Square Inch.—, Elongation

Yield Point. Tensile Strength. in 2 ins.
IMS WAGs sococosnnba000 37,500 82,500 459,
Seconrdebladeneeeeeeecrerne 37,500 82,250 44
Wayirel MEG scooccos000000 37,250 83,500 33

The Badenhausen Watertube Marine Boiler

An alj-steel watertube marine boiler, with no hand-hole
plates, flat surfaces, stay-bolts, cast metal or screwed joints,
is manufactured by the Badenhausen Boiler Company, 90 West
street, New York City. The boilers are built in large units,
so designed as to occupy minimum space. The arrangement
consists of three or four drums connected by tubes. The large
mud-drum, full of water at the point where water is most

BADENHAUSEN MARINE WATERTUBE BOILER

needed, means that the steaming tubes are well supplied with
water under all conditions, so that the boiler can be forced to
an exceptional degree. Boilers of this type, it is claimed,
have been operated at 250 percent of normal rating at long
periods of time. Every tube discharges its full opening
directly into the steam drum, thus delivering the mixed steam
and water with the least possible disturbance. Access to the
interior of the boiler is given through the drum man-holes.
No hand-holes, plates, dogs, nuts or gaskets are used, so that
the possibilities of leakage and failures are reduced to a mini-
mum. The tubes are slightly bent, so as to enter the drums
radially, and are cleaned by means of mechanical tube cleaners.
The outside of the tubes can be cleaned from the front of the

84 INTERNATIONAL MARINE ENGINEERING

boiler by means of a steam lance. The construction of the
boiler admits replacing the tubes from the front of the boiler
as well as cleaning and blowing them from the same position.
The baffling can also be done in a simple manner, as no special
shapes are required.

Advances in steam engineering have now placed boiler
design under new conditions, since it has been found that well-
designed boilers can be operated economically at at least double
rating, and even more, and that large units can be used to
better advantage than a great number of small units. The
Badenhausen boiler has been designed to meet these con-
ditions.

Anchor Bushes

Air pump and other valves, whether hard or flexible, have
frequently to be discarded before the body of the valve is worn
out, owing to the enlargement of the central hole, Fig. 1,
which is brought about by the wear caused by the vertical

FIG. 1 FIG. 2

movement on the stud. Remedies for this difficulty which
have frequently been used have been bushing the valves and
vulcanizing the bushes into the valves, but continued use has
resulted in subsequent breakdowns, as shown in Fig. 2. A new

FIG. 3. FIG. 4

method of overcoming this difficulty has been devised by the
Dermatine Company, Ltd., 93 Neate street, London, S. E., in
the development of what are called “anchor” bushes. As
shown in Figs. 3 and 4, the bush is embedded and vulcanized
into the valve in such a manner as to prevent loosening. In
the case of anchor bushes for flexible valves, Fig. 3, the arms,
being hinged, allow the valve to “saucer” readily, and with
hard valves, Fig. 3, there is just sufficient flexibility with the
wear loop to prevent the beat on the seating and to guard
from cracking the valve.

Marine Steam Turbines, by Dr. G. Bauer and O. Lasche,
assisted by E. Ludwig and H. Vogel, and translated from the
German and edited by M. G. S. Swallow, which was reviewed
on page 42 of our January issue, is being published in the
United States by the Norman W. Henley Publishing Com-
pany, 132 Nassau street, New York city. The price of the
American edition is $3.50 net.

FEBRUARY, IQ12

Technical Publications

Thermodynamics of the Steam Turbine. By Professor
C. H. Peabody. Size, 6 by 9 inches. Pages, 282. Illus-
trations, 103. New York, 1911: John Wiley & Sons.
Price, $3.00 net (12/6).

Most of the books on steam turbines which have been
published, and a good many of them have been published in
the last few years, have been largely of a descriptive nature,
describing briefly the principles of action and the details of
construction of the various types of turbines. Those who have
attempted to study the subject with a view to designing, con-
structing or operating turbines have usually been at a loss to
find any accurate treatise on the thermodynamics of this type
of engine. For this reason, Professor Peabody’s book stands
practically alone, in that it is devoted entirely to the applica-
tion of thermodynamics to steam turbines. The book was
written particularly for the use of students in technical
schools, and the author assumes that those undertaking such
work will have a good preparation in general thermodynamics.

A brief resumé is given in the first chapter of the properties

and computations for steam, and then the study of the com-

putations involved in steam turbine design are taken up in
complete form. The book includes chapters on steam nozzles,
jets and vanes, simple impulse turbines, pressure compound-
ing, velocity compounding, pressure and velocity compounding,
reaction turbines, accessories, effect of conditions, and marine
steam turbines. The author states that the methods given are
in general those accepted by steam turbine designers, but that
certain methods have been devised by the writer either to
make the methods more complete or to provide more rapid
and precise determinations of conditions and proportions.

The subject is treated very clearly, and in such a manner that

little other instruction is necessary for the reader to thor-

oughly understand the subject.

Fore and Aft. The story of the fore and aft rig from the
earliest times to the present day. By E. Kreble Chatter-
ton. Size, 934 inches by 7 inches. Pages, 347. London:
Seeley Service & Company. Price, 16s.

Mr. Chatterton has followed up his “Sailing Ships and
Their Story” with the present well-illustrated and popularly
instructive volume dealing with the evolution of the fore
and aft rig. The present work contains only a few pages less
than the bulky volume which dealt with all types of sailing
vessels. The author is a thoroughly experienced yachtsman
and adores his subject; in an interesting preface he says that
his “joy and delight when voyaging in any kind of sailing
vessel is intensified 4 thousandfold when he knows her
ancestry.” His aim in the present volume is to follow in
detail the history and development of fore and afters, and for
this purpose he has investigated the subject very fully. He
traces, step by step, how different countries and different
localities have adopted this rig to suit their special require-
ments. As the fore and aft craft is the only type of sailing
vessel which is increasing, the present work is likely to be of
permanent value:to men in any way interested in yachts.
There are altogether 130 illustrations, the arrangement of the
volume is particularly attractive, and is a credit to the pub-
lishers.

Gas Engine Theory and Design. By A. C. Mehrtens, M. E.
Size, 514 by 8 inches. Pages, 251. Illustrations, over 200.
New York, 1909: John Wiley & Sons. Price, $2.50.

To present the theory and the “why” of many things con-
nected with gas engines in such form that students, drafts-
men and engineers, and also men who operate gas engines of
any kind, can understand them and apply their knowledge, was
the aim of the author of this book, who prepared it principally

FEBRUARY, 1912

for use as a textbook in an engineering school. In such’a
small volume it is, of course, impossible to give a complete
discussion of the thermodynamics of the gas engine, but as
far as space allows the actual conditions of theory and
design are given. Readers of this book will find of particular
value the part which takes up the design and dimensions of
parts of gas engines, which contains information which it is
usually difficult to obtain except from practical experience.

Shipyard Practice as Applied to Warship Construction.
By W. J. McDermaid. Size, 6 by 9 inches. Pages, 328.
Numerous illustrations. London and New York, 1911:
Longmans, Green & Company. Price, 12/6 net.

This work embraces a course of lectures given by the
author to cadets of naval construction at the Royal Naval
College. They are of a very practical nature, and, with the
very complete illustrations, give the reader a splendid oppor-
tunity to learn how the actual work of construction of war-
ships is carried out in a shipyard. This is the kind of infor-
mation which is usually acquired only by actual work in a
shipyard, and therefore a practical treatise of this kind is a
most convenient source of information for the student of
naval architecture and shipbuilding.

Power Plant Testing. By James Ambrose Moyer. Size, 6
by 9 inches. Pages, 422. Illustrations, 271. New York,
1911: McGraw-Hill Book Company. Price, $4.00 net.

One of the most important fhelds of work for an engineer
is the testing of power plants, but the study of this work has
usually been confined to laboratory work in technical schools.

On account of the value of the work a volume containing a

careful treatise of the methods of testing various kinds of

machinery is of considerable value. The ability to make care-
ful and reliable tests from which accurate data can be ob-
tained for guaranteeing the performance of various kinds of
machinery is one of the most valuable assets of an engineer.
The work is of very broad scope, however, and accurate in-
formation regarding the measurement of different factors is
necessary. Measurement of pressure, temperature, area,
power, flow of fluids, calorific value of fuels, gases, etc., in-
volve different procedures and the use of different instru-
ments. These are all treated by the author in such a way as
to be useful not only to students but also to practical men.
so that those who have not had the privilege of professional
training can become familiar with the up-to-date methods of

testing.

Electrical Propulsion of Ships. By H. M. Hobart. Size,
51% by 8% inches. Pages, 167. Illustrations, 43. London,
i911: Harper & Bros. Price, 5/ net.

Electric propulsion, while strongiy advocated, has as yet
seldom been adopted except in small powers. The possible
difficulties of its use have so far outweighed its many evident
advantages. A great deal of information has been published
on this subject in current engineering literature and compre-
hensive papers have been presented before engineering
societies. Bids have been made for large installations for
both naval and merchant marine work, therefore the interest
in this subject warrants the publication of a work which is
largely a condensed statement of the various articles which
have been published on this subject. While the author of this
book, we understand, is engaged in electrical engineering
work, he has not attempted to present any particular work of
his own, but has obtained his information and conclusions
from the available material on this subject. The book has
been written in a very instructivé and readable manner, and
should be of much interest to those engineers who are not
very familiar with electrical work and would like to know
what the main features and possibilities of this method of
propulsion are.

INTERNATIONAL MARINE ENGINEERING 85

Selected Marine Patents

The publication in this column of a patent specification does

not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID), C,

1,003,068. SUBMARINE OR SUBMERGIBLE BOAT. EDWARD
LASIUS PEACOCK, OF BRIDGEPORT, CONN.

Claim 1.—A submarine or submergible boat, having a deck provided
with an adjustable section that is adapted for adjustment whereby one
end of said section may be elevated or lowered out of horizontal aline-
ment with the fixed section of the deck to present inclined surfaces to
the water when the boat is operating submerged. JFourteen claims.

1,003,364. BOAT CONSTRUCTION. FREDERICK B. LANG-
STON, OF NEW YORK, N. Y

Claim 1.—In a boat construction, a hull having an under supporting
surface; a plurality of parallel, fore-extending side plates projecting be-
neath said supporting surface; an upwardly inclined fore skidding mem-
ber with its rear lower edge depressed below said supporting surface
and cross-connecting said side plates; and an ait skidding member with
its under surface inclined aftwardly and downwardly from said support-
ing surface and cross-connecting said side plates, every cross section
through the under surfaces of both said skidding members being a hori-
zontal straight line. Seven claims.

1,004,552. SUBMARINE SALVAGE APPARATUS.
INGSTON BOWDOIN, OF NEW YORK, N. Y.

Claim 1.—A submarine salvage apparatus, consisting of a strongly-
built chamber, means for providing a circulation of air for breathing pur-
poses in said chamber, means for raising and lowering the apparatus,
ball and socket universal bearings in the walls of said chamber, tools
operated through the bearings from the inside, a cable for supplying
electric light and power within said chamber, magnetic arms attached to
said chamber, and suitable means of propulsion through the water and
on the bottom. Three claims.

1,005,408. DEVICE FOR RAISING SUNKEN VESSELS.
H. BROWN, OF LONGBEACH, CAL. :

Claim 1.—A barge of he class described having cable ways formed
therein and disposed at intervals along the length of the barge, cable

HARRY LIV-

CHAS.

rman tr ANNI

RCT ce ae
mn Le

receiving trunks extending in an inclined direction from said cable ways
and carriers extending between said cable ways, and trucks adapted to
carry cables between the same. Seven claims.

1,005,647. MEANS FOR THE PROPULSION OF AUTOMOBILE
TORPEDOES. ALBERT EDWARD JONES, OF FIUME, AUS-

TRIA-HUNGARY, ASSIGNOR TO MESSRS. WHITEHEAD & CO.,
OF FIUME, AUSTRIA-HUNGARY, A CORPORATION.

Claim 2.—A torpedo having a propeller shaft provided with a pro-
peller, a motor, a driving mechanism connecting the motor to the shaft,

and an oil reservoir symmetrically disposed at each side of and below
the propeller shaft and having a feed pipe leading to the said mechanism.
Ten claims.

1,006,044. ELEVATOR FOR MARINE VESSELS.
LOW, OF SEATTLE, WASH. :

Claim 1.—In an apparatus of the class described, the combination with
the hull of a vessel provided with an upper and lower deck, the upper
of said decks having an opening therein, of a vertically movable plat-
form formed of a series of planks and angle bars, guide pulleys located

HARRY BAR-

86 INTERNATIONAL MARINE ENGINEERING

below the lower deck, supporting posts, guide pulleys upon said posts,
cables connected to:said platform and traveling over said guide pulleys,
and means whereby said cables are actuated for hoisting and lowering
said platform, certain of the beams of the lower deck being provided
with notches for the reception of said angle bars when the platform is
lowered against the lower deck. Two claims.

1,006,212. TORPEDO-TUBE CAP. HARRY HERTZBERG AND
MAURICE J. WOHL, OF BROOKLYN, N. Y., ASSIGNORS TO
ABBOT A. LOW, OF HORSESHOE, N. Y., AND MAURICE J.
we AND HARRY HERTZBERG, OF BROOKLYN, N. Y., TRUS-
TEES.

Claim.—In combination with a submarine vessel having an opening
at one end thereof, of a torpedo tube having its mouth filling said open-
ing, a hinged cap having a thickened central portion and provided with
a gear attached thereto outside of said vessel and arranged to cover said
opening and the mouth of said torpedo tube, the exterior surface of
said cap being formed to conform to the exterior surface of the vessel,
the said surfaces together providing a continuous uniform exterior sur-
face for the vessel when said cap is closed, a shaft extending from the
outside to the inside of said vessel and provided with a worm at the
outer end thereof meshing with said gear, and a means positioned within
said vessel for rotating said shaft and worm to operate said cap.

1,006,674. MARINE PROPULSION. CHARLES ALGERNON
PARSONS, OF NEWCASTL-UPON-TYNE, AND STANLEY SMITH
COOK, OF WALLSEND, ENGLAND; SAID COOK ASSIGNOR TO
SAID PARSONS.

Claim 1.—In combination in a marine turbine installation, means con-
necting two portions of a shaft, said means producing a thrust which

is proportional to the torque transmitted between the shaft portions and
which acts to balance the propeller thrust.

1,006,380. VENTILATING APPARATUS FOR SUBMARINE
VESELS. HARRY HERTZBERG, OF NEW YORK, ABBOT A.
LOW, OF HORSESHOE, AND. MAURICE J. WOHL, OF NEW
YORK, N. Y.; SAID HERTZBERG, LOW, AND WOHL ASSIGN-
ORS TO THEMSELVES, TRUSTEES.

Claim.—In a submarine vessel, in combination, a conning tower, a

ventilating device positioned in front of said conning tower, a ventilating
device positioned in the rear of said conning tower, said ventilating de-
vices each comprising a tube extending upwardly from the interior to the
exterior of the vessel, the tubes of each device having the upper end
flaring and extending in opposite directions toward the ends of the ves-
sel, and cup-shaped receptacles inclosing the lower ends of said tubes
into which the air is received and also any water which may enter the
tubes, said cup-shaped receptacles being provided with air outlets above
the lower ends of said tubes and also with means for removing the
water therefrom.

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street,
Finsbury, E. C., and 21 Southampton Building, W. C.
London.

12,633. STEAM SUPERHEATER FOR MARINE BOILERS. A.
O. P. FREDERIKSEN, COPENHAGEN.
This superheater is characterized by a box, for distributing saturated

<< 0

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steam, located opposite the center of the boiler smoke tubes and fitted
with superheater tubes. These are placed between the distributing box

FEBRUARY, IQI2:

and steam-collecting boxes, located along the upper and lower edges of
the smoke tubes.

7,432. TUBES, MASTS, ELC. A. SIEWERT, BERLIN.

There has lately arisen a demand for tubes of increased diameter and
supporting power for telescoping masts, etc. This invention relates to:
a tube of polygonal cross section, and the novel construction and ar-
rangement consists in that it is composed of separate rods or strips, one
of which engages the next adjacent by means of projections which pass-
through slots in the latter.

13,419. MARINE CLUTCH AND REVERSING GEARING. CG S.
HOOK, TORONTO.

The engine is coupled to a sleeve loose on the propeller shaft and car-
rying the reversing pinions. A drum like the sleeve also rotates on the
shaft, when reversing. In running forward, the drum is locked to the
shaft by shoes which engage its rim from within, being thrust apart by-

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cams operated by toggles and a slide on the shaft. The lever which:
operates the slide also works links and a crank which,,in another posi-
tion when the shoes are withdrawn, clasps a band tightly around the out-
side of the drum to hold it so that the pinions are caused to rotate and so-
reversely turn the propeller shaft. This arrangement gives a positive
forward drive.

14,216. HYDROPLANE BOATS. H. M. VAN WEEDE, VIENNA.

This invention is characterized by forming the hull of an arched shell
open at bow and stern with the crown sloping downward from stem to:
stern, so that air taken in at the larger front end of the arch will be
compressed as the boat moves forward because of the reduction in the
cross sectional area of the arch towards the rear, with the result that the
boat will skim along the surface of the water. Horizontal fins are pro-
vided for controlling the depression or trim of the boat whilst air tubes
are used to float it.

19,210. INDICATING VARIATIONS IN DISPLACEMENT. S.
S. STRONG, LIVERPOOL, FROM T. M. MACFARLANE AND J. R.
DOUGLAS, ON THE HIGH SEAS. pee

In this apparatus a tube contains a float and is placed amidships and
in communication with the sea. The float is connected by a cord to a
slipper on guide, and which is attached to a band connecting it with-

the counterweight of the indicator—a yertical scale and slipper guide
and slipper. Thus the motoon of the first slipper is magnified at the-
second slipper.

21,948. SUBMARINE MINES. G. EB. ELIA, PARIS, THROUGH
VICKERS, SONS & MAXIM, LTD., LONDON.

The mechanism for exploding the mine is attached to a loose rope
which floats in the tideway beneath the surface so that a ship’s propeller
may become entangled in it and so explode the charge, also submerged’
and in the form of a boom. This boom is maintained at a constant depth
by means of a hydroplane fast to an anchor cable. Two such booms are
connected by a cross rope so that the bow of a ship may draw them to
her side, when the tension on the cross rope will explode the booms
should the trailing ropes fail to become entangled. In a modification the
anchor contains the explosive and the firing mechanism, and is likewise-
drawn to the ship’s side before detonation.

International

Marine Engineering

MARCH, 1932

The First American-Built,

The Standard Oil Company, New York, is having built a
200-foot steel motor barge of about 1,500 tons deadweight-
carrying capacity, in which the propelling machinery consists
of a 300-horsepower heavy oil engine, and all the deck and
pumping machinery will be operated by oil motors, dispensing
entirely with the use of steam in operating the vessel. This
is the first American-built vessel to use this type of power,
and, in view of the rapid advance which is being made in

Diesel-Engined Oil Barge

inches. The vessel has a capacity of about 500,000 gallons of
oil, or a deadweight-carrying capacity of about 1,500 tons.
When fully loaded to a draft of 14 feet, the block coefficient is
about .75. The ship was designed to trim 6 inches by the
stern when fully loaded.

The design of the vessel follows the usual practice in Stan-
dard Oil barges, with the exception of the use of internal
combustion engines for supplying power for all purposes on

8300-1TORSEPOWER AMERICAN-NUREMBERG

Europe in the use of this type of propelling machinery, the
details of the vessel are of particular interest to American
shipbuilders and marine engineers. The hull is being built by
the Staten Island Shipbuilding Company, of Port Richmond,
New York; the propelling machinery by the New London Ship
& Engine Company, Groton, Conn., and the ship will be com-
pleted and placed in operation in the spring.

The principal dimensions are: -Length between perpen-
diculars, 200 feet; beam, molded, 35 feet; depth, 15 feet 6

ENGINE FOR THE STANDARD OIL MOTOR BARGE

board the ship. The hull is subdivided by nine oil-tight bulk-
heads into ten compartments. Eight of these compartments
are tanks for carrying cargo. The forward compartment con-
tains the cargo pump, chain locker and other equipment. The
after compartment contains the propelling machinery, fuel oil
tanks and a fresh-water tank. The crew’s quarters are con-
tained in a deck house on the main deck above the engine
room and around the engine-room hatch, which is 15 feet 9
inches long by 5 feet 234 inches. wide, covered with a skylight.

88 INTERNATIONAL MARINE ENGINEERING

On each side of the engine-room casing is a stateroom con-
taining two berths. Aft of the engine-room casing is the
mess room and galley. The forward part of the deck house
contains two staterooms, one with two berths and the other
with one berth and desk for the captain’s use. The pilot house
is directly over the forward end of the deck house. In the
sleeping quarters is installed a heater with connections on
both port and starboard sides for connecting to a tug or
dock when in port, and theré are also connections to the main
engine circulating water.

AET END VIEW OF MAIN ENGINE;

Hutt CONSTRUCTION .

The main. scantlings of the hull’are «shown on the
ship section. The stem and stern post are of forged iron,
the stem being 7 inches by 2% inches and the stern post 7
inches by 314 inches. The frames are bulb angles, 6 inches by
3 inches by 8/20 inch, spaced 24 inches except in the for-
ward compartment, where they are spaced 21 inches, 18 inches
and 15 inches, as shown on the general plans. Reverse
frames, consisting of 3-inch by 3-inch by 6/20-inch angles, are
placed on every floor extending across the tops of the floors.

mid-

One web frame is placed in each cargo compartment, and in
the forward compartment there are two web frames. The web
frames are built of plate, 18 inches wide by 7/20 inch thick,
with 3-inch by 3-inch by 6/20-inch angles on the face. eelsons

Marcu, 1912

and stringers are placed, as shown, on the midship section,
except that there are extra side stringers in the forward com-
partment, two on each side, extending from the forward oil
bullshead to the stem. They are made of 6-inch’ by 3-inch by ~
8/20-inch bulb angles.

The nine transverse bulkheads are built of 6/20-inch plate
with 8/20-inch floors, and are stiffened by vertical angles, 4
inches by 3 inches by 7/20 inch, spaced about 20 inches. Three
web stiffeners, 24 inches by 7/20 inch at the bottom, reduced to
15 inches by 7/20 inch at the top, with double 3-inch by 3-inch

Baia ea was 8)
/ FORWARD END VIEW OF MAIN ENGINE

by 6/20-inch. Basics at the edge. are worked on each bulkhead
in the positioit shown on the general arrangement plans. These
web. stiffeners are connected to ‘the bulkheads by 3-inch by
3-inch by 7/20-inch angles. One horizontal stiffener of 7/20-
inch plate, with 5-inch by 3-inch by 8/20-inch angles on the
inner edge, is worked intercostally between the webs and shell.
This stiffener is connected to the bulkhead by 3-inch by 3-inch
by 7/20-inch angles. The end bulkheads in the oil space
have web stiffeners 50 percent deeper than those on other
bulkheads.

Hold beams,°6 inches by 3 inches by 8/20 inch bulb angles,
are located as shown on the plans at each web frame.

The expansion trunk is 17 feet wide by 27 inches high, as

shown on the plans. Swash plates are placed above the deck

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

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under the expansion trunk on the center line, and ridge bars
are located on each side of the trunk. These are all con-
tinuous between bulkheads. Cargo hatches 4 feet square are
located as shown on the deck plan. There is one 4-inch relief
valve and one 10-inch manhole on the expansion trunk for each
oil compartment. The cargo main is of 8-inch wrought iron
pipe, with one 6-inch, one 4-inch and one 3-inch valve and
bell-mouth suction in each compartment. Loading connections

are located forward and aft on both sides, and there is also a
G-inch independent loading line in each compartment leading
from the top of the expansion tank to the bottom of the
barge.

The windlass and the oil pump are driven by a 25-horse-
and driving a

power oil engine, located on the deck forward,

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

lutions per minute, developing 300 horsepower. On a 2G0-

hour trial of this engine the brake-horsepower actually de-

veloped was 374 at 300 revolutions per minute, the fuel con-
sumption being about % pound per horsepower-hour.

As will be seen from the drawings of the main engine, step
pistons of the trunk type are used; that is, the working piston
is prolonged and enlarged to serve as the piston for the
scavenging pump. This arrangement takes care of the thrust
from the connecting rod and guides the piston. Such a de-
sign, of course, increases the height of the engine, but it
decreases the length and also the cost and weight of the
engine by combining the working pistons and scavenging pump
pistons. Each working cylinder, therefore, has its:own scav-
enging pump, which supplies air at a pressure of about 7

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MIDSHIP SECTION

countershaft, which is provided with a clutch and geared to the
windlass on the deck and the cargo pump in the forward
compartment. Bilge pumps to draw water from the ends of
the barge are hand pumps of the Cataract type with 3-inch
suctions. The engine room bilge pump is driven off the main
propelling engine, as will be explained later.

PROPELLING MACHINERY

The main engine is a heavy oil internal-combustion engine
of the type manufactured by the Maschinenfabrik Augsburg-
Nurnberg Company, of Nuremberg, Germany, of which the New
London Ship & Engine Company, Groton, Conn., is the Ameri-
can licensee. It is a two-cycle Diesel engine, with six working
cylinders and a two-stage air compressor on the bedplate.
As is common with large Diesel engines, starting and revers-
ing is accomplished by compressed air, and the fuel oil is
sprayed into the cylinders by compressed air and ignited by
the heat of the fresh charge of air compressed in the working
cylinder during the up-stroke. Each working cylinder is sup-
plied with an independent scavenging pump to clear the cylin-
der of the burnt gases.

The working cylinders are 91/16 inches diameter,
inches stroke.

1534
The engine is designed to operate at 300 revo-

pounds per square inch into a reservoir in the upper part of
the crank case for clearing out the working cylinders on each
stroke. As shown in the drawing the working piston and
scavenging pump piston are a solid casting, but in the latest
design of this engine we understand that the working piston
and pump piston are cast separately and joined by bolts to
permit dismantling the engine more readily.

Forced lubrication is used, the pumping arrangement being
located on the after part of the engine, the oil being led
through’the hollow crankshaft and up the connecting rods to
the gudgeon pins, where the oil is carried through tubes to the
heads of the working pistons, and circulates through spaces in
heads of the pistons for cooling purposes. The oil flows by
gravity to the crank-pit, and after it is cooled and filtered it is
again circulated through the lubricating system. Shields are
fitted for the crank webs to prevent an excess amount of oil
reaching the scavenging pumps.

Each working cylinder has three valves in the head of the
cylinder, one being for the admission of fuel, one for scayeng-
ing air, and one for admitting compressed air. The latter
is controlled by two plungers, one for starting the engine
ahead and the other for starting astern. All the valves are
cased in, and a single cam-shaft runs along the tops of the

Marcu, 1912 INTERNATIONAL MARINE ENGINEERING gI

cylinders, carrying a separate cam for each valve. The cam-
shaft is driven by a vertical shaft at the after end of the
engine, which is operated by helical gears from the crankshaft.
The vertical shaft is not solid its entire length, but has a dog
clutch coupling which has a play of 30 degrees between the
driving and the driven face, so that when the engine is changed
from going ahead to going astern the motion if the cam-shaft
relative to the crankshaft is changed corresponding to the play
in the vertical shaft, causing the valves to operate with the de-
sired lead in connection with the stroke of the piston.

Fuel is supplied to the cylinders from a group of pumps
which are located at the forward end of the engine. There is
one fuel pump for each cylinder, but the whole are grouped
together, as shown on the drawing, the pumps being driven

d 21— Fr.

Space:

Extra Side
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MAIN DECK & EXFANSION TRUNK

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VIEW OF MAIN ENGINE, SHOWING CONTROL APPARATUS

from an eccentric on the main crankshaft. These pumps can
be adjusted to deliver a determined quantity of fuel to each
cylinder corresponding to the speed desired. ‘The speed for
this type of engine can be varied to about 30 percent of the
maximum, ‘The time of opening and the duration of opening
the fuel valves in each cylinder are controlled by a single cam
for both the forward and reverse movement of the engine.
The necessary lead in each case is obtained from the play in
the vertical driving shaft. The same is true of the scavenging
valves.

With the compressed air valve for admitting air com-
pressed to about 800 pounds per square inch for starting the
engine when going either ahead or in the astern direction,
separate control plungers are provided, each operated by its
own cam, the air being admitted to either control plunger
desired by the main control lever of the engine. The proper
cam for the required direction is brought into action by the
interposition of a small disk between the cam and plunger.

Fucl Oil Tanks

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Engine Hatch
Crew’s quarters

Mess Room

92 INTERNATIONAL MARINE ENGINEERING

This movement of the engagement of the disk is performed
by the movement of the single control lever.

The control lever which is shown on the drawing in the mid
position can be moved in two ways, one which starts the engine
ahead and the other astern. Moving the lever through an
angle of about 45 degrees admits compressed air to the air-
starting valve control plungers, and the engine operates on the
compressed air. As the lever is moved beyond this inter-
mediate point the fuel oil is automatically admitted and the
compressed air shut off, so that combustion begins to take place
in the working cylinders before the operation on compressed
air has entirely ceased. This method of control by the move-
ment of a single lever makes the action of the engine positive,
and does not give the engineer an opportunity to make any
mistakes. He simply has to pull the lever from one side to the

Marcu, 1912

Rapid Work on the U. S. Collier Orion

A good example of rapid ship construction is evident from
the photograph shown herewith, which was taken two months
after the keel of the vessel was laid. The vessel was the
collier Orion, which the Maryland Steel Company, Sparrows
Point, Md., is building for the United States government on
the Isherwood system. The contract for this collier was
awarded on Aug. 22, 1911; the first material was received at
the builders’ yard on Sept. 22, and the keel laid on Oct. 6.
At the date the photograph was taken over 2,500 tons of
material had been assembled and riveted, the cargo holds being
entirely completed and the ship in frame from stem to stern
post. The plating had proceeded through the cargo holds,
and the top side tanks in way of the cargo holds. The builders

COLLIER ORION TWO MONTHS

other according to orders, and the yarious operations are auto-
matically carried out by the compressed air control on the
valves until the engine takes up the work, the compressed air
for starting being cut off and the supply of fuel gradually in-
creased,

The air compressor, as shown in the drawing, is a two-stage
compressor in a single cylinder, which delivers air at about 800
pounds per square inch into an air reservoir alongside the
engine. Surplus air is led from this reservoir to other tanks,
which are kept in-order to furnish a sufficient supply for
maneuvering.

The engine is supplied with a roller-thrust bearing and a
jaw clutch for connection to the propeller shaft, so that the
engine can be disconnected and run independently of the pro-
peller when desired. The engine room bilge pump is driven
direct from the crankshaft, and part of the circulating water
is to be used for heating the sleeping quarters.

This engine has been completed and given a thorough testing
in the builders’ shops. After a 200-hour test, when the engine
operated very satisfactorily, it was dismantled, and all the
moving parts were found in splendid condition.

The weight of the engine complete is 28,000 pounds. « The
fuel oil is carried in two tanks, one on the starboard and one
on the port side of the engine room, each having a capacity of
1,100 gallons. There is also a 750-gallon fresh water tank in
the engine room and a 250-gallon lubricating oil tank.

The performance of this ship will be awaited with excep-
tional interest, because the engine is of a type which has
already been built in Germany in units up to 12,000 horsepower
and bids fair to give unusual results in the matter of economy.

AFTER LAYING THE KEEL

are well justified in claiming this a record in building for a
vessel of this size.
Vhe general dimensions of the ship are as follows:

bean Over aille sasanccoccccbour0% 536 feet.
Length between perpendiculars..... 514 feet.
IBYenyeal, TMOG. % od bododooobancacad 65 feet.
Depth, molded to upper deck....... 39 feet 6 inches.

Among engineers and commercial authorities there is a
conviction that the coming sessions of the Twelfth Interna-
tional Congress of Navigation, to begin in Philadelphia on
May 23, will have a deep influence upon waterway projects of
national importance that are now in contemplation. This view
of the significance of the coming deliberations of world-
famous engineers is borne out by a statement made by A.
Dufourny, one of the two presidents of the Congress, who is
also Inspector-General of the Belgium Corps of Engineers.
In touching upon the influence which the Congress has had in
the past upon waterways development, Mr. Dufourny makes
the statement that the transformation of the Erie Canal for
2,000-ton boats was inspired by ideas developed at the Con-
eress of Vienna. The Congresses of Navigation bring to-
gether the engineers and specialists who in all parts of the
world have to carry out the works required to adapt canals,
ports and rivers to the needs of the public. Each is at these
sessions benefited by the knowledge, the studies and the ex-
perience which his colleagues have acquired. The questions
are treated from broad, general and universal points of view.
The union of efforts has brought about in a few years great
and rapid advances in the vast domain of hydraulic works.

Marcu, 1012

INTERNATIONAL MARINE ENGINEERING 93

A Retrospect of Fifteen Years of Ship Design and Construction

e BY PROF. C. H. PEABODY

The contest for maritime supremacy on the North Atlantic
during the last fifteen years has excited a keen general. in-
terest, even a sporting interest, as each new competitor
snatched the record only to yield it to a larger and swifter
ship. The race is no new thing, but the zest has been the
greater because there has been a general as well as a pro-
fessional appreciation that we have been approaching the
grand culmination of the strife. A sober review of the situa-
tion will the better enable us to grasp the meaning of the
contest and the magnitude of the success.

Twenty years ago there were two classes of steamers—
passenger steamers and freighters. All steamers carried
freight as an important if not the principal business, but pas-
senger steamers sought a regularity and a speed that would
attract passengers. The Servia, which was a good ship in her
day, may serve as an advanced type of the passenger ship.
She was 517 feet long, had over 9,0c0 horsepower, and could
do better than 16 knots at sea; a good, reputable speed even
to-day on any other course than the North Atlantic. Such a
ship could go anywhere, without paying much attention to
wind or weather, and carry her passengers. with safety and
comfort. It is true that a prudent master would respect
winter gales, but he knew it meant only a day or two extra
on the passage. It is fair to say that the shipbuilder had con-

quered the ocean and that the navigator féared nothing but-

the land. :

But the transatlantic lines had a clear grasp of the idea
that the record for thé fastest ship was worth money, and
that people were ready to pay roundly for the éclat of travel-
ing by the ship that held the record and for the privilege of
enjoying a day less on the passage. So there was built up
the great fleet of express steamers, the pioneers of progress in
shipbuilding, that developed and paid for the advantages that
now are to be had by all travelers by sea.

Express STEAMERS

As a full-deyeloped type of express steamer let us choose
the Campania, which was completed in 1893, and therefore
antedates our fifteen years by four years, but which held the
record well into our period. She was 600 feet long, had
31,000 horsepower and made 23 knots. In displacement she
was nearly twice as large as the Servia, and she had more
than three times as much power, and (roughly) went half
again as fast. It is clear that in order that the owners could
recoup their expenses the passengers must pay roundly for
a relatively small advantage. At first blush it would not
appear that the record-breaker was so very much of a credit
to the builders after all. In order to understand what had
been accomplished and how great a triumph of engineering
skill the Campania really was, we must look a little into the
elementary-theory of the effect of size on speed.

Now, the controlling element for speed of well-formed ships
is length, and it is only when an intelligent understanding of
this relation is kept in mind that we can judge of the success
of any new record-breaker. William Froude long ago laid
down the law that the relative speeds of ships were propor-
tional to the square roots of their lengths. If then the Cam-
pamia were simply a longer Servia her speed should be
V 600,

= 1.08 as great; that is, there would be a gain of about

V 517

8 percent. If the Serzia could he credited with a trial speed

of 16.7 knots the greater Servia would have 18 knots, whereas
the Campania made 23 knots.. Now we begin to see why she
had to pay the price for holding the record for a few seasons.

In 1900 the record passed to the German lines, a matter to
be well considered, for the Germans are a comparatively new
people in the competition. The Deutschland raised the speed
to 23.5 knots by. increasing the length to 663 feet and the power
to 36,000. The newer German ships were larger but not
faster, and so the matter rested till new elements entered the
competition.

For reasons of State the British Admiralty concluded that it
was not well to have any steamers afloat that they could not
catch, and so arranged a special subvention for the building
of the Lusitania and the Mauretania, which would appear as
auxiliary cruisers should there be danger that peace would be
broken. Both peace maneuvers and war experience have
shown that the express steamer is hard to drive away. True,
she does not await the coming of a cruiser, but when the
cruiser turns back to regain touch with the fleet so also does
she, and remains just beyond range. The British Admiralty
having now a number of battle cruisers that do 25 knots or
better, the subvention of express auxiliary cruisers cannot be
looked for as a stimulus to a renewal of-the race for the
Atlantic record.

The most striking feature of these express steamers is,
after all, not-their great size nor their exceptional speed, but
the application of turbines to propulsion on so large a scale
and so soon after the development of thé marine steam tur-
bine. But this story, which would-be extravagant if it were
not true, is given by another writer in this number of INTER-
NATIONAL MARINE ENGINEERING. To that writer may be left
the question whether the enormous 70,000 horsepower of these
ships would he possible with reciprocating engines

SprepD-Lencro Rarro
A most useful method of comparison of speeds of ships is
the speed-length ratio; that is to say, the ratio of the speed
of the ship in knots to the square root of the length of the
ship in feet. Algebraically, this is represented by the ex-

Vy
pression ———, where J’ is the speed in knots and L is the
Vii ere
23
length in feet. Applied to the Campania this gives ——— =
V 600

0.9, and all the successive record breakers up to the Lusitania
have the same yalue for the speed-length ratio, so that they
were straight examples of out-building. With some reserva-
tion it may be said that the record may always be won by the
expedient of building a larger and more powerful ship if the
shipbuilder is given a free hand.

Now the Mauretania attained a speed of 26 knots on trial,
with a length of 760 feet. Applying the test just stated, it is
clear that she is more than a larger Campania, for her speed-

26
length ratio is ——— = 0,94, which shows that in a certain
V 760
sense she is a hetter ship as well as larger.

Have we then arrived at a finality? In a recent paper before
the Society of Naval Architects and Marine Engineers, the
distinguished naval architect, Sir William Henry White, in-
dicated clearly that he thinks we have come very near to that

O4 INTERNATIONAL MARINE ENGINEERING

condition. None knows better than he that a new ship might
get the record by a narrow margin, following the well-known
expedient of out-building, and few know so well the cost of
winning in that line. We may easily agree with him that these
magnificent steamers fill all reasonable demands for speed and
regularity of passage. For example, the Mauretania made
fifteen round trips in a year, and varied in speed only from
25 knots to 26 knots, meeting in the year all kinds of weather.
In the latest competition for favor on the Atlantic route
the Olympic and Titanic have definitely declined the race for
speed, preferring to give their vast size and bulk to conveni-
ence and luxury of passenger accommodation and to cargo
capacity. Their speed of 2114 knots on trial is, after all, a high
speed and obtained with a relatively moderate power. With
; 21.5
a length of 850 feet this gives a speed-length ratio of ——— =
V 850
0.75, which is a trifle more than that of our old friend the
Servia. There seems then to be a return to the conservative
type of the freight and passenger ship which has found fayor
on all routes except the North Atlantic. The size of these
ships is partially limited by the draft of harbor channels and
by the demands of transportation. The great and increasing
cost of deepening channels will delay further improvement in
that line till the demands of commerce are urgent, and so it
may be expected that the immediate future will see a larger
increase of numbers of such steamers before much increase
in size.

Earty Paciric SteAMERS

At the beginning of our fifteen years of retrospect the
voyage to Japan and China was made in a leisurely way by the
steamers of the Pacific Mail and the Occidental and Oriental
lines, operating conjointly. The former still headed her list
of ships by the Pekin, built about 1877, and the latter had in
service out-classed Atlantic liners like the Coptic. The Pekin
was heavily sparred and depended largely on her sails. On
this lonely stretch of water the wail of the Chinese sailors
shifting sail in the night was not an unwelcome sound to the
passenger, as the writer well remembers. In 1891 the Canadian
Pacific Railroad put on the Empress of India and two sister
ships, credited with a speed of 18 knots on a length of 458
feet; the speed-length ratio was, therefore, about 0.84, which
would almost entitle them to rank with express steamers.

But the most pretentious change on the Pacific was the
advent of the two Japanese steamship companies—the Toyo
Kisen Kaisha and the Nippon Yusen Kaisha, one operating a
line to San Francisco and the other to Seattle. These ships,
of about 450 feet length and 6,000 tons displacement, have
been mostly built in England, but the Hitachi Maru was built
at Nagasaki for the latter company in 1808. The competition
of this race of hardy seamen accustomed to the Oriental scale
of wages is likely to be keen and persistent.

INTERMEDIATE SHIPS

Together with the demand for regular and fast passenger
steamers, the Atlantic trade has demanded large and fast
freighters which have been able to offer superior passenger
accommodation with passages of not undue length. These
have been called intermediate ships which may be character-
ized by a speed-length ratio of 0.6 to 0.7. The first issue
of INTERNATIONAL MARINE ENGINEERING gives a good ex-
ample of this type in the Pennsylvania with a speed of 14.5
knots on a length of 560 feet; the speed-length ratio is 0.61.
To get the passenger accommodation where it would not inter-
fere with the loading and unloading of cargo it was placed
well above the water amidships. Passengers who cared little
for record breaking, and did not fear a few more days at sea,
were quick to learn that these ships were more comfortable

Marcu, 1912

than the crowded express steamers. Such a ship as the
Savoma, with a speed of 16 knots, could make the Atlantic
voyage in eight days and afford every comfort and luxury. Of
this class were the Dakota and Minnesota, built in.1903 by the
Great Northern Railroad for the Pacific trade. The loss gf the
Dakota is greatly to be regretted, and still more the conditions
which have determined that she will not be replaced. With
a sea speed of 14.5 knots on a length of 630 feet the speed-
length ratio is 0.58. There is an occasional tendency to class
the Olympic with these intermediate steamers, but in my
opinion such classification is misleading, for though she has
an enormous freight capacity she is clearly a passenger
steamer, though not of the type of express. steamer.

A typical American ship is represented by the coastwise
steamer Madison of the Old Dominion Line, which differs
from the Atlantic liner mainly in size, for a speed of 1534 knots
on a length of 374 feet calls for a speed-length ratio of 0.81,
which should qualify for any class except that of express
steamer. Having all passenger accommodation on the upper °
deck these steamers offer quite as much comfort as.the Atlan-
tic liners, though there is less ostentation, This type was so well
and so early developed that there is to record only a normal
growth in size and speed. The business of these steamers is
largely carrying freight, which is commonly handled by man-
power and is very expensive, the loading and unloading costing
as much as the transportation of a thousand miles or more
This will be contrasted later with the handling of bulk freight
on Lake steamers.

OcEAN-GOING CarGo STEAMERS

Our attention has been given thus, far to ships that carry
passengers and which make some pretense to speed, but the
great bulk of the business of transportation is by the freighter
of moderate draft and displacement which can make long
voyages at slow speed and enter all harbors. The “tramp”
has acquired its characteristics since the United States has
been practically out of the foreign freight business, it being a
matter of note that a few freighters have been so far rebuilt
in our country as to acquire register. These characteristics
have largely been controlled by shipping laws and insurance
regulations which have not always worked wisely, as, for
example, in the zwell-decked steamer, which has a great well
forward and a discontinuous deck. There has, however, been
a marked improvement in recent steamers of larger capacity,
especially in connection with more logical deep-frame con-
struction, which gives at once greater strength and freer holds.

We are accustomed to think of the ship as consisting of a
frame for strength and a skin to exclude the water; really the
shell is the ship and the framing is to hold the shell up to its
work. This framing must have longitudinal and transverse
members; the latter are given unwonted proportions in the
bottom so that the ship may be safely launched and docked.
Until recently the skin was held in place mainly by the trans-
verse members, which were closely spaced for that purpose.
The longitudinal support for the skin by the Isherwood
system allows a wider spacing of frames and a radical reduc-
tion in weight of hull. So brief a statement as this must be
is necessarily inadequate and faulty, but at least emphasizes
the ideas of the inventor.

Great LAKrs BuLK FREIGHTERS

But if we have not entered into the freight carrying of the
world we have developed a line of our own on the Great
Lakes which has shown a more rapid advance and greater
originality than any other development of shipbuilding. The
conditions and restrictions called for a special type of ship,
and having once broken away from tradition the builders have
followed radical and logical lines. An enormous mass of bulk
freight is handled on a draft of about 20 feet on inland waters,

MArcH, 1912,

mainly in the summer months. Though the voyage is about
a thousand miles from Duluth to Buffalo a moderate speed of
II or 12 statute miles per hour is chosen; if the steamer has
a barge consort the speed is less. In 1897 steamers 400 feet
long and carrying 4,500 tons were in service; by the end of the
century the length had increased to 500 feet, and a steamer
and consort could move 20,000 tons.

Built to carry a large dead load on a moderate length and
small draft, with a moderate speed, the hull could have a long
uniform ‘midship section, though well shaped at the ends. The
engines are stowed right aft; watertube boilers with a high
steam pressure are used which facilitates the reduction of size
and weights of the engines. To provide for rapid loading and
unloading the hold is given an unbroken sweep right forward
and practically the whole deck is made up of hatches. The

first steamer designed for unloading directly by the grab-

bucket without hand labor was the Wolvin. The sides of the
hold in this case slope inward to trim the cargo of ore inward
where the erab-bucket can reach it; massive arches span the
hold. Later ships had sloping sides for somewhat more than
half the depth of the hold and yertical sides, because it was
found that the buckets could work into the corners conveni-
ently. These buckets first scrape up the ore, then close on
it, hoist it and transfer it to the ore pile alongside, each
bucket having a capacity of 5 tons. The ship in this system
becomes only a link in the chain of transportation which car-
ries the ore from the mines in upper Michigan to the furnaces
in Pennsylvania more cheaply than elsewhere in the world.

SHattow Drarr PappieE- WHEEL, STEAMERS

The paddle-wheel steamer, beginning with Fulton’s Cler-
mont, soon developed into a characteristic type fitted for the
navigation of our inland waters. The type may be consid-
ered to have come to maturity in the Mary Powell, which,
with a speed of 17.2 knots on a length of 286 feet, was for a
long time the fastest vessel. The hull, first of wood and later
of steel, long and fine, was suited for speed in shallow water.
The paddle guards are carried right forward and aft and
faired into the sheer line of the hull. On this broad platform
is built up an enormous and luxurious passenger accommoda-
tion, so that the great floating hotels, Priscilla and Common-
wealth, of the Fall River Line, are licensed to carry 1,500
passengers. These magnificent steamers, which were built, one
near the beginning and the other near the end of our fifteen-
year period, on a length of 440 feet, can make 21 knots, so that
their speed-length ratio is 1.co.

The great height of superstructure, and the fact that such
steamboats navigate protected waters, allow the use of large
paddle-wheels, which could properly have radial floats. Since
trips were short and fuel economy of secondary importance,
the simple beam engine held its own for a long time, being
favored by simplicity of construction and ease of maintenance
and repair. The Fall River steamers with 10,000 horsepower
were given inclined engines and feathering paddles. With
these improvements the steamboat is likely to remain in favor
in its native country.

It is quite otherwise in the stormy channels about Great

Britain, which are navigated by small high-powered steamships.
In 1897 the old paddle type represented by the Ireland was
superseded | y the twin-scréw steamer, like the Ulster. Now
the service is performed mainly by turbine steamers, which
do not differ in appearance from the Ulster.

Returning to our subject of steamboats, we find that the

most recent river boats, like the Quincy, differ in no way from —

the flush times, “before the war,” when Mark Twain was pilot.
The paddle-wheels, located well aft, are driven by independent
horizontal engines. The great headroom under the cabin deck
is to receive the cargo, and a gang plank at the bow facili-
tates landing along the river bank.

INTERNATIONAL MARINE ENGINEERING 95

Motor Boats

The most sensational feature of the last fifteen years is the
development of extravagant speeds with small craft. At the
beginning of this period steam was the propelling agent, and
with it the Turbinia, furnished with Parsons turbines, made
32.75 knots on 100 feet, so that she had a speed-length ratio
of 3.275.

After the gasoline (petrol) engine had been perfected for
motor cars its application to high-speed boats was at once
evident, and led to the use of the convenient, though some-
what incongruous, term “motor boat,’ since all boats propelled
otherwise than by oars or sails may claim the name. This
type of craft is well illustrated by the Veritas, which made a
speed of 29.2 miles on a length of 54.3 feet, the equivalent
speed of 25.4 knots, giving a speed-length ratio of 3.4.
They are, of course, smooth-water craft, and are essen-
tially toys, but are most interesting as showing the conditions
required for extreme speed.. An extreme development of this
toy 1s the hydroplane, which skims along the surface of the
water and has no proper waterline length, and consequently
cannot be said to have a speed-length ratio.

SAILING SHIPS

It is with a certain feeling of regret that we consider
the beautiful ship Dirigo, built of steel at Bath, the
old home of the American wooden clipper ship, because
it seems to close a long chapter of the history of shipbuilding.
Even the wooden schooner, with its multiple number of masts,
its power-hoisting gear and its pitiful tale of men, two for
each mast, and two more, including captain and cook, will soon
be a thing of the past. Even the phlegmatic Dutch have
turned from the picturesque to the practical and are building
steel barges and lee-board luggers. The six-masted schooner
George W. Wells, carrying 5,500 tons burden, has a crew of
fourteen and a 30-horsepower boiler; all hoisting and hauling

_is done by steam, and there is a steam steering engine, a most

efficient and business-like combination. It is regrettable that
such fore-and-afters are not suitable for ocean navigation,
because the application of power to square riggers is not so
practical, and so their day will the sooner be over.

NAVAL VESSELS

If the last fifteen years has shown a culmination of the com-
petition for size and speed of merchantmen, we realize that
we are now in the midst of a mad race for supremacy in naval
material. In that time the United States has advanced from a
position of inferiority to that of one of the trio of great naval
powers. At the beginning of this period the naval world had
developed a definite type of warship, which indeed showed
variations but not what the naturalist would call specific dif-
ferences. This type reflected the condition of naval gunnery
then existing, a condition shown by the battle of Santiago, in
which there was 3 percent of hits, though it must be admitted
that this, like the rest of the action, was’a caricature of a naval
action. The type can be represented by the British battleship
Majestic, which on a displacement of 14,900 tons made 17.9
knots on trial. The length was 390 feet and the speed-length
ratio 0.9, like that of an express steamer. The battery con-
sisted of four 12-inch guns and twelve 6-inch guns. It was
expected that actions might be fought at 3,000 yards, at which
the 6-inch guns could destroy all but the heavy waterline belt
and the big gun positions; the 12-inch guns, which were slow
in fire and uncertain in hitting, were carried to give the cowp
de grace. Such an authority as Captain Mahan considered
the €6-inch guns as the main battery.

The year 1897 saw the completion of our first modern sea-
going battleship, the Jowa, which on a displacement of I1,c00
tons made a trial speed of 17.1 knots, but as her length was
only 360 her speed-length ratio was 0.9, which is nearly a

96 INTERNATIONAL MARINE ENGINEERING

maximum for heavy ships. She exhibited the American
abiding belief in big guns and plenty of them, for she carried
four 12-inch guns and eight 8-inch guns; she carried also
ten 4-inch guns on the broadside. Now the 8-inch gun is about
two and one-third times as big as a 6-inch gun, and therefore,
in a sense, the battery carried by the Jowa was equivalent to
eighteen sixes. The 8-inch gun, which is after all a big gun,
has been carried in the secondary battery of all our ships from
that time on, except some half dozen which conformed to the
British type. In these days of big guns and long range it is
fortunate that our ships carry so many of them.

In 1904 Italy began mounting 8-inch guns on battleships,
and in 1905 Great Britain mounted 9.2-inch guns, which though
more powerful are in the same class, thus following our lead.
There is good ground for difference of opinion concerning the
relative advantages of big-little guns like sixes, and little-big
guns like eights and nines, and the use of the latter may indi-
cate only a desire to give an appropriate battery to ships that
were continually growing in size; thus the King Edward has
a displacement of 16,350 tons, against the 14,900 of the
Majestic, and carries four 12-inch guns, four 9.2-inch guns
and ten sixes instead of four 12-inch guns and twelve sixes.

Meanwhile two influences had been acting to bring about a
radical change in battleship armaments and a great increase
in size. One influence, but probably not the predominant
one, was the increase of the range of the automobile torpedo
to 3,000 yards, and the other, which alone would have sufficed,
namely, the construction of efficient range finders. Naval
artillerists of all nations were alive to the fact that the most
destructive fire against ships was with heavy shells—provided
they hit. Then began the marvelous development of naval
marksmanship with heavy guns together with an increase in the
rate of fire. In consequence the battle range has been in-
creased to 6,000 yards or more, so that the 6-inch gun becomes
quite ineffective. The effect of this change is to insure the
predominance of the big gun, and nothing must be allowed to
interfere with its effectiveness. This rules out even the sec-
ondary big gun like the 9.2-inch or the to-inch guns.

In 1906 Great Britain launched and completed the Dread-
nought, which carried ten 12-inch guns on a displacement of
™7,900 tons at a speed of 21.8 knots. The length is 490 feet, so
that the speed-length ratio is only 0.88. The United States,
having independently studied the same question, followed with
the Michigan and South Carolina, which carried eight 12-inch
guns on the centerline, on 16,000 tons displacement, with a
trial speed of 18.8 knots. These ships were launched in 1907
and completed in 1908. They were to some extent con-
trolled by the habit of Congress of including both cost and
size in bills authorizing construction of ships, and the true
American big-gun ship is represented by the Delaware, com-
pleted in toro, which carries twelve 12-inch guns on 20,000
tons displacement at 21.5 knots. The peculiar feature of these
ships, which carry all guns on the middle line, so that they are
equally effective on both sides, has finally been adopted by all
nations for their first-class ships.

ARMAMENT OF WARSHIPS

The big gun idea is not new, for the tendency of building
the largest practicable gun and mounting it on all ships
was clearly marked in our navy before the Civil War; that
gun was the eleven-inch cast iron smooth-bore, the best naval
gun then afloat, and it was chosen because it had the ad-
vantage of range and destructiveness. During the war the
fifteen-inch gun was developed for the monitors to give
power, much as now the desire to increase power leads
artillerists to turn to fourteen-inch guns. With this history
in mind the writer as early as 1902 asked a well-known naval
designer, “Why not mount twelve-inch guns only?” and the
answer was that the step was too great to be taken at once.

Marcu, I9t2

Should it once be settled what type of big gun is most
effective, then the corresponding type of battleship could be
worked out on the basis of the number of guns that could
be worked effectively. Now the size of the gun, in the end,
depends on such metallurgical operations as forging and tem-
pering the great tubes of which such guns are built up, and
of these, one at least—namely, the tempering—is a surface
operation which probably has been brought to the highest
efficiency. As early as the beginning of our fifteen-year period
a leading steel maker told the writer that the thickness of such
tubes was limited to about seyen inches by such con-
siderations, which would account for the failure of early
guns of mammoth size. It is hardly wise to set a
limit, for limits have a habit of moving upward and onward,
but anyone can note that the fourteen-inch gun is given a
less muzzle velocity than the twelve-inch gun, which means
a less powder pressure. In fact, the coast-artillery, fourteen-
inch gun was avowedly designed for a less pressure in order
to secure longer life for the gun. But the land gun is set
in azimuth and altitude like an astronomical instrument and
places its shot with precision, so that flatness of trajectory
has not the importance that has always been found at sea,
where ranges are uncertain. Perhaps the naval artillerist
begins to feel the same confidence in his range-finding, and
is ready to seek for longer lite of the gun and heavier burst-
ing charges in shells. But whether the gun shall have twelve
inches or fourteen inches caliber, it looks as though the
question of gun and ship might be soluble if other elements
are not injected. ,

We are sometimes inclined to think that the radical and rapid
changes which characterize our times are found only in our
times, and that our forefathers were slow, if not inert, not re-
alizing that a rapid change requires two elements—first, the
clear grasping of an idea, and, secondly, the ability to carry it
out; it is in the latter that we have the advantage pre-
eminently.

NaAvat WARFARE

Such a change took place about the year 1665 in the wars
between the English and Dutch in consequence of the for-
mation of the close-hauled line-of-battle. Before this time
warships of all sizes were built and all were drawn into
the confused battles in which nations strove for mastery at
sea. In the war that then broke out between these two
nations of seasoned seamen both knew the advantage of the
line-of-battle formation and used it so far as possible. In
the Four Days’ Battle, of June, 1665, the English had 80
ships and the Dutch, 100; there appears to have been much
diversity of size and power of ships in both fleets, the Dutch
having little advantage from numbers because in general their
ships were of less size. Our interest is now not who won, nor
how stubborn and bloody was the fight, but that from this war
emerged the line-of-battle ship.

The type of ship was already in existence in both fleets
and thereafter none but that type was built for the capital
fleet. It may be characterized by the two-decker, seventy-
four-gun ship, and the three-decker, hundred-gun ship, the
tendency on the whole being toward the heavier ship, though
it was a poorer sailer and less seaworthy. The size of the
gun was limited because it must be man-handled and the ship
because built of wood. So well settled was the type that
Nelson's ictory at Trafalgar in 1805 was eighty years old.

The other type of wooden man-of-war was the single-
decked frigate, which accompanied fleets and acted individually
but was not placed in the line. The type was thoroughly
seaworthy, and so much better a sailer than the line-of-battle
ship that it could be brought to action only by ships of
the same type. Of this type was the Constitution, a little
larger, a little more heavily armed, and a little better ship

Marcu, 1912

than frigates of other nations. Great Britain cut down two-
deckers into frigates to meet her class.

THE TENDENCY IN WarsHip DESIGN

This digression is in hopes of finding order in the present

situation. In the first place nothing can be allowed to in-
terfere with the true line-of-battle ship; its type may not
yet be determined, but when the gun and speed have been
settled there is likely to be permanence, Our older and
slower ships will, of course, be replaced, but all armored
ships carrying twelve-inch guns will surely lie in the line
if occasion arises. Not so our armored cruisers like the
Maryland, magnificent ships which might well lie in the line
in her day when the six-inch gun might have decided the
day; even the later cruisers with ten-inch guns are out-
classed.

At the same time that Great Britain produced the Dread-
nought, she surprised the world with an entirely new class,
the battle cruiser represented by the Jndomutable; she carries
eight twelve-inch guns on 17,250 tons, and has a speed of more
than 25 knots on trial; her length being 530 feet, the speed-
length ratio is more than unity. The later ships of this type
are to be 660 feet long, to make 28 knots, and to carry eight
13.5-Inch guns. Germany only has followed in constructing
ships of this class. It appears that the battleship and the
battle cruiser are in fact two types of line-of-battle ships
which are likely to approach as the displacement increases,
and that in the end we shall have a well-defined class of
large, heavily-armedjfast ships, which type may become per-
manent unless displaced by an entirely different type of
fighting.

The question remains, what type of ship shall take the
place of the frigate, the eyes of the fleet which is not expected
to lie in the line? The various types of protected and
armored cruisers were developed for this purpose, but have
all been outclassed by the battle cruiser, as has also the
scout cruiser. There is reason to think that the important
duty of scouting and of protecting the battle fleet from the
enemies’ scouts will be performed by vessels of the type of
the torpedo-boat destroyer, now really a powerful ship, which
deserves a better cognomen. At the beginning of our fif-
teen-year period this type was well advanced, being repre-
sented by the British Fame, which, with a displacement of
272 tons, made 30 knots on a length of 210 feet. Our later
type is represented by the Flusser, which has a displacement
of 700 tons, and can make 33.7 knots on a length of 289 feet.
The Flusser has steam turbines, which developed nearly
12,co0 horsepower; this may be contrasted with the 5,800

horsepower of the reciprocating engines of the Fame, and so

we may estimate the cost of the relatively small increase in
speed. On the other hand, the Fame carries one 12-pounder
and five 6-pounders, while the Flusser has five 13-pounders.
The increase in tonnage from 272 to 700 very much increases
the weatherly qualities of the vessel. It is likely that the
displacement may reach 1,000 tons for ships of this class,
which approaches the displacement of old-time frigates; our
Constitution had 2,200 tons, but was a large and heavy ship
of her class.

The new arrival in the field of naval warfare is the
submarine, which is even considered by some as a rival to
the armored battleship. In 1897 a Holland submarine, 55
feet long and propelled by a 50-horsepower gasoline (petrol)
engine, was launched at Elizabethport; this was a small, low-
powered boat compared with contemporary submarines built
in France, where these craft were first developed in prac-

tical form. Even in 1¢03 the boats for our navy were small
and feeble, such as the Pike, which is 63 feet long and has
160 horsepower when running at the surface, which gives a
speed of 8% knots. Submerged she makes only seven knots.

INTERNATIONAL MARINE ENGINEERING

Submarines building are reported to have 525 tons displace-
ment, with speeds of 14 knots at the surface and 9% immersed.
Great Britain reports submarines of 800 tons displacement
to have 15 knots speed, and larger boats are said to be
contemplated, That such craft will greatly increase the
difficulties of a blockading fleet and add to the nervous strain
of the commander will be certain; they may render inclosed
areas and all spaces near the land untenable for battleships on
account of the discrepancy of the cost of the submarine and
its natural prey, the large armored ship. This will increase
the importance of the destroyer, which will be unlikely to
give place to any craft which is not larger nor more ex-
pensive. The consequence is likely that important naval en-
gagements will be in the open sea, where the advantage of
large ships and big guns can be best developed.

Lessons From Recent Navat BatrLes

During our fifteen years there have been two naval wars,
a little one of our own and a large one in the Orient. Both
exhibited the fact that however costly preparation may be,
lack of it is vastly more costly, and that the most wasteful
course of all is to go through the form of preparation
without the spirit that makes it effective. There is much
to learn from the ships which went into action in these wars,
but, aside from the lesson just indicated, this information
relates mostly to the effect of gun-fire, which could have
been learned by firing at condemned ships, as has been done
both before and since these wars. The drift toward big
guns only began before the more recent of these wars and
has been little influenced by it.

A lesson that should be taken to heart is the futility of
trying to improvise a naval force, or any part of such a
force, after trouble begins. This lesson is the most important
for us because the exigencies of a new country have bred
the habit of getting along with inadequate means, and because
we have twice had the good luck to do just what is here in-
veighed against. In 1861 the South had no navy and no
means of building one; anything that could float a gun
might serve a purpose. In 1808 the enemy was in much
worse condition than ourselves.

Let us take a glance at the efforts at improvisation when
last tried. The government bought two cruisers, a gunboat
and two torpedo-boats; the cruisers (though different from
what we should have built) are still in service, having both
speed and gunpower; the other craft are happily forgotten.
But, after all, buying warships at a pinch is all right; how
about the non-military ships? A rough count shows that
the government bought of chartered about 30 ocean steamers,
20 tugboats and 25 yachts. All the ocean-steamers were
needed for transports and for other purposes and the four
20-knot Atlantic liners were invaluable; our only regret was
that we had not more and better.

The tugboats and yachts were given such light guns as
could be found and fitted, and were called auxiliary gunboats ;
against an active foe they would have been unable to fight
or to run away. Our sailors handled them gallantly and,
as on the Gloucester at Santiago, added luster to our naval
fame; another time the same gallantry could be expected to
vield nothing but bitter loss and shame.

Recent Arps to NAVIGATION
Three notable aids to navigation and to safety at sea are
wireless telegraphy, submarine signaling and the gyro-com-
pass. Each should receive a whole paper for adequate de-
scription, instead of the bare mention now possible. The first
appeals at once to everyone, especially as a means by which
a ship in distress may call for aid. Its importance to the

- warship is even greater, but a disadvantage which is not com-

monly known to the casual reader is illustrated by the fact

98 INTERNATIONAL MARINE ENGINEERING

that Russian cruisers habitually detected the neighborhood of
Japanese vessels by picking up messages, some of which they
could read and others not.

When the navigator approaches a shore in the fog he can
only feel for bottom with the lead line and listen for fog
signals. The first is sure but indefinite; the second can be
made definite, but it is elusive. The writer was one of a
party that came up toward Boston light on a fair day when
the great foghorn was sounding; each blast was betrayed
by a puff of steam; as we came up, the blasts could be heard
distinctly, till we came slowly on the lighthouse tender to a
certain limit, beyond which the sound disappeared and we
could see but not hear each blast on the horn. The sub-
marine signal struck on a submerged bell does away with this
uncertainty, for the denser fluid is not affected by dead-spaces
and ghosts. The navigator can pick up the sound in a special
telephone receiver and can judge both the distance and direc-
_tion of the bell; if he hears two bells he can triangulate for
his position.

“True as the needle to the pole” is good poetry but poor
navigation. The navigators motto is “When in doubt, dis-
trust the compass.’ The two evils that beset the compass
on a steel ship are variation of the magnetic meridian and
deviation due to the magnetic action of the steel of the ship
itself. The importance of magnetic surveys is indicated by
the fitting of the non-magnetic auxiliary brig Carnegie, built
of wood fastened with bronze, and provided with copper and
bronze propelling machinery. But important as magnetic sur-
veys may be.it is not the variation that worries the navigator,
because it changes regularly and slowly, but the deviation
which is full of vagaries. A captain of a coast-wise steamer
told the writer that lying two or three days at the dock in
Baltimore developed enough temporary magnetism (if not al-
lowed for) to throw him out of the channel on the way out.

It is notorious that after target practice on a man-of-war™

all compasses are liable to complete derangement; after an
action the most reliable compasses on bridge and super-
structure would be liable to be swept away.

The gyroscope-compass, which depends on Foucault’s prin-
ciple, is actually true to the pole, and always points to the
true astronomical North. This compass carries a swiftly ro-
tating gyroscope or flywheel with its axis hung horizontal in
gimballs. Under the influence of gravity this axis swings
into the true meridian and is uninfluenced by magnetism or
any other extraneous influence. Once properly adjusted it
requires no other attention than to keep the machinery for
spinning it in good condition. Since the compass is expensive
and somewhat heavy, only one master compass is installed
in a safe and convenient place below decks; repeating com-
passes, controlled by electric transmission, can be placed as
convenient on the bridge and in the wheelhouse. These com-
passes will become necessities for warships and on all large
and important ships.

APPLICATION OF ELrEcrriciry To Hutt AUXILIARIES

All large ships have extensive electric equipment, so much
that the electric elevator (lift, on English steamers) is fa-
miliar on the Atlantic liners. Warships have electric am-
munition hoists, and turret-turning machinery and elevators
from the fireroom. But the anchor-gear, the steering-gear
and deck winches are still worked by steam, and electric gear
for such purpose are but now forcing their way into service.
To provide for steam gear it has been necessary to carry a
steam main right forward and aft; and this steam main is
expensive, wasteful and troublesome; when below decks it
is apt to be uncomfortably hot. Now the anchor engine
may be brought up standing when the pull on the anchor
chain exceeds a computed amount, without danger of carry-
ing anything away; when the strain is reduced the engine

Marcu, 1912

Starts up again; the deck winch behaves in the same way.
In a word, the torque is constant. On the other hand, the
tendency of the ordinary electric motor is to increase the
torque as it slows down, so that early deck winches habitually
broke the lines. As for the steering-gear, it must follow the
wheel in the hands of the steersman, and. at the same time
have such elasticity of action that the rudder may yield
to the blows of the sea and yet automatically return to
the proper setting. The delay in the introduction of the
electric gear is due in part to the peculiarities of the service
and in part to the failure of electricians to appreciate them.

VENTILATION

If the sea were always smooth all would be good sailors,
but in bad weather the motion of the ship. and lack of ventila-
tion are liable to be simply nauseating. Now the path of the
ventilating engineer, even ashore, is strewn with ambitious
failures, and the difficulties of overcrowding and high winds
at sea are many-fold more difficult. This. explains at once
the high prices demanded and paid for deck staterooms where
ports may always be opened. The best success at sea is by
aid of numerous separate systems which may distribute fresh
air, warmed, if required, to restricted spaces. The Olympic
has seventy-five electrically operated fans, some working under
pressure and others exhausting foul air.

AntI-Rottinc Devices

In a general way the big ship is less easily thrown about
by the sea, and that is one reason forethe favor in which it
is held; but the largest ship must. yield especially to waves
that have the right period. Now the ship has two motions,
pitching and rolling. As for pitching, the mind of man
has devised no remedy; the passengers may draw as far as
possible toward the middle of the ship and then they may
even take what comes. But rolling may be largely controlled
by making the natural swing of the ship slow and gentle.
Contrary to a natural idea, it is the tender ship rather than
the stiff ship that is steady. Bilge keels also help to check
the rolling, though they add to the power demanded of the
engines. Small ships, like channel steamers, cannot be made
tender enough to check rolling without undue danger, and for
them Schlick’s application of the gyroscope on a relatively
large scale has been found efficacious, especially in reducing
the regular rolling due to waves which have the same period
as the ship. The recent big battleship, with its enormous
battery carried over the decks, also must have considerable
stability, and is liable to be a quicker roller than some of
the older types. The proposition to apply gyroscopes to them
brings in special engineering difficulties because they involve
considerable weights, high speed and heavy-bearing pressure.
An alternative proposition is the use of quieting tanks, as once
used in a cruder form on the old central battery armored ships.
Two tanks are installed, one on the port side and the other
on the starboard, with communicating passages nicely ad-
justed, so that as the ship rolls the water shall always be
found on the down side ready to resist the heave of the
ship. The application of such devices is likely to be limited
because the steadiness and comfort of large ocean passenger
ships are now very satisfactory.

Two Russian cruisers, each 266 feet 8 inches long by 42
feet 2 inches beam, of about 3,500 tons net and 1,200 horse-
power, have been fitted with Diesel engines by one of the lead-
ing marine engine builders in that country. This firm has also
furnished Diesel engines for five 1,000-horsepower gunboats,
one g00-horsepower gunboat, one 750-horsepower government
inspection ship, together with other craft, which brings the
total up to 90 ships aggregating 20,000 horsepower.

Marcu, 1912

INTERNATIONAL MARINE ENGINEERING 99

Progress in Marine Engineering During the Past Fifteen Years

BY DR, W, F. DURAND

The past fifteen years has witnessed in all branches of
engineering and industrial art a development and progress
probably unparalleled in the same period of time hitherto.
In no branch is this perhaps more tfue than in marine en-
gineering, and in the present article an effort will be made to
note and evaluate the more important items and features
which have, during this period, characterized the progress
in this particular field.

FUEL
Coal has remained throughout the period the dominant

‘fuel in the marine field, though there has been a significant

and progressive increase in the use of liquid fuel, either
crude petroleum or residues after partial distillation. The
possibilities of oil fuel in the field of marine engineering be-
gan to attract the attention of engineers during the decade
from 1880 to 1800 and in the Congress of Engineers, held at
Chicago in 1893, an important paper was read by Colonel N.
Soliani, of the Royal Italian Navy, setting forth the practice
at that time and the results of experience in which the
Italians had taken the lead. Further experience was grad-
ually accumulated and the use of oil extended slowly, until,
in the later years of the decade 1890-1900, the principles gov-
erning the effective use of oil as a fuel had become fairly
well established and further and more rapid extension in its
use became dependent on economic conditions of cost and
availability rather than upon the engineering problem of its
efficient use. Since those years and down to the present time
progress has been along the same lines. Further study has
added to our understanding of the conditions necessary for
the efficient combustion of oil fuel as an engineering prob-
lem, and at the present time this phase of the question may
be. said to have reduced itself purely to one of minor me-
chanical detail, At the same time the discovery of new oil
fields, increase in production, improved methods of handling,
transportation and storage: these, combined with the economic
possibility of placing it on board a steamer at a price which
will compete satisfactorily with coal viewed simply as a means
of producing steam; these various facts have all combined to
widen in marked degree the progressive use of oil as a

‘marine fuel.

-At the present time the United States navy stands com-
mitted to the definite use of oil as a fuel for both battle-
ship and torpedo-boat types; several lines of steamers plying
on the Pacific and elsewhere are committed to its use either
exclusively or in large part, while it forms naturally the fuel

‘used by the large and ever-increasing fleet of steamers en-
‘gaged in the oil trade itself.

‘A typical present specification for oil fuel is as follows:
Gravity, degrees Baumé...............-- 15 to 18
Weight per barrel of 42 gallons.......... 336 pounds
British thermal units per pound.......... 18,500

Moisture, not to exceed................ 2 percent
SCM Mie, TOE HO) GEER. coccoococooc0G000 5 percent
Flash point, degrees Fah., not below...... 200

The principles and methods of fuel oil combustion have
received such full attention in the engineering press that in the
present article there is no occasion for more than such brief
mention as will serve to mark out the chief lines of progress
during the past fifteen years.

Speaking broadly the general conditions for the efficient
combustion of oil fuel are as follows:

‘to tanks and thence to the burners.

(1) The introduction of the fuel into the furnace as a
vapor or in such a finely divided spray that its passage into
the condition of vapor will be practically instantaneous.

(2) The intimate mingling of the vapor thus formed with
air sufficient for complete combustion.

(3) The production of this mixed vapor and air at the
highest practicable temperature previous to ignition in order
that the minimum heat may be taken from the furnace for
the elevation of such mixture to the point of ignition.

(4) Suitable dimensions and yolume of the furnace in order
that the combustion may be practically completed before the
gases enter in or among the tubes.

The following general features are characteristic of the best
present practice with oil fuel, the relation of which to the
general principles above noted will be, for the most part,
plainly apparent.

(1) Settling tanks to allow water and sand to settle out,
so far as the gravity may permit, before going to burners.
Present specifications for fuel oil usually fix the water con-
tent at not exceeding 2 percent, and in such cases gravity set-
tling will effect little further. If drawn from near the bottom
of storage tanks, however, or in case double bottoms are
used for extra or reserve storage, water in greater proportion
may be present and settling tanks are requisite. They are
preferably fitted in duplicate so that one tank may be settling
while the other is furnishing the oil for current demand.

(2) Means of heating the oil to insure fluidity at the
burners, to facilitate the transformation of oil spray into
vapor and to furnish such vapor at the highest practicable
temperature, independent of direct demand on furnace heat.
Such heating is usually furnished by exhaust steam coming
from the pumps mentioned in (3). The permissible tem-
perature of the oil depends on the gravity and flash point.
With standard grades with moderately high flash point the
temperature may safely approach 200 degrees Fahrenheit.
Temperatures too high tend to develop a deposit of carbon
on the oil-heating surfaces.

(3) Oil service pumps for handling the oil from storage
The delivery line to
burners should be fitted with strainers in duplicate so that
all solid matter may be removed and the danger of clogging
the burners may be minimized. With such strainers in du-
plicate with appropriate shut-off valves, either may be cut out
and cleaned while the other is in service.

(4) Means for atomizing the oil and introducing it into the
furnace with sufficient air for combustion. For effecting atom-
ization three means have been employed—steam, com-
pressed air and mechanical means.

Steam atomization involves the waste of fresh water by
way of the smokestack, and this constitutes a heavy drain.
on the make-up feed supply. For this reason steam atomiza-
tion is commonly restricted to inland waters or to short trips.
The steam pressures employed range commonly from 60 to 80
pounds, combined with somewhat similar or slightly lower
pressures on the oil line. —

Air for atomization is applied at pressures all the way from
one pound to 60 or 80 pounds, according to the system em-
ployed, combined with suitable pressures on the oil line.

With mechanical means of atomization the oil presstire
maintained must be adapted to the characteristics of the
system. ‘

(5) Furnace arrangements, including means for admitting

100

the right amount of air, distributed in accordance with the
needs for complete combustion, and also such dimensions and
proportions of furnace and such distribution of fire brick for
radiation purposes as shall insure completed combustion be-
fore the flames come into direct contact with the heating sur-
faces of the boiler.

With Scotch boilers the furnaces are usually too small for
best results. This boiler as a type has been developed with
special reference to coal fuel. To realize the best results, the
entire boiler design should be developed with reference to
oil fuel, With watertube boilers desirable furnace volumes
and proportions are more readily realized than with boilers
of the Scotch or internally fired type.

The chief advantages which may properly be claimed for
oil fuel are as follows:

Labor is saved in the fire-room; the coal passer is practically
eliminated; the thermal efficiency of a boiler with oil fuel is
higher than with coal, and in consequence of this and of the
higher heat value per pound the evaporation of steam per
pound of fuel is greater for oil than for coal in the ratio of
about 10:7; oil per ton occupies less space than coal in the ratio
of about 9:11; oil is cleaner than coal as regards the absence
of ashes and of dust in fueling ship; under proper conditions
of use the cost of maintenance of boilers with oil fuel is less
than with coal; oil can be handled mechanically, and with
proper facilities more expeditiously than coal, thus saying time
in fueling ship; oil stows more readily than coal, and other-
wise unavailable spaces may be used for oil tanks, and it may
be carried in double bottoms if necessary.

The chief disadvantages which have been urged aside from
the question of economic price may be summed under the
heads: noise, odor, danger. All three are under definite
and satisfactory control. The latter, which is the only one of
importance, calls for intelligent use in the furnaces, for suitable
provision regarding means for ventilation of oil tanks, and for
‘specially good riveting on all joints which are intended to be
oil-tight.

Extended test and experience show that economically 1
pound of good fuel oil with a boiler economy of about .75 will
evaporate under average actual conditions about 13 pounds of
steam. This will correspond with good engines to a horse-
-power-hour for from 1 to 1.25 pounds of oil. It will readily
appear from these figures, compared with the corresponding
values for coal fuel, that having in view fuel costs alone, the
‘two fuels will represent equal steam-producing value when the
cost of coal per ton of 2,000 pounds is about 4.1 times that of
oil per barrel of 336 pounds. With a relative cost near this
value or slightly higher, there will be undoubted over-all
economy in the use of oil fuel.

The use of a certain percentage of the steam or its equiva-
lent energy in compressed: air for purposes of atomization has
stood from the first as a heavy tax on the economic results
available with oil fuel. The amount is rarely less than 3 to
4 percent, or about %-pound of steam per pound of oil. This
means the reduction of a-gross evaporative efficiency. of, say,
75 percent down to 72 or lower. In the past few years increas-
ing attention has been given to the development of mechanical
forms of atomization, some of which have shown results cor-
responding toa steam consumption not exceeding I percent
of the boiler output. The possibilities of this form of atom-
ization represent perhaps the most significant feature in the
present trend of progress, and should receive the careful
‘attention of engineers who are Somiounialebins the use of oil
fuel.

Borers |

During the decade 1890 to 1900 the watertube boiler made
continuous and increasing gains in the field of marine engi-
neering, a field which it had definitely begun to share with the
older fire-tube types during the preceding decade. By the

INTERNATIONAL MARINE ENGINEERING

of service than in the later forms;

‘screwed joint connections to drums or headers;

large tubes and with small tubes;

Marcu, 1912

close of the century it had acquired practically complete pos-
session of the field of small craft, and in particular where
saving of weight and high speed were distinguishing features.
In the field of naval design this included the launch and tor-
pedo boat, and in some few instances watertube boilers of the
Belleville form were installed in ships of the cruiser type and
also in certain vessels in the merchant marine. The older
Scotch form of fire-tube internally-fired boiler remained as the
dominant, or practically the only type throughout the remain-
der of the field, including with few exceptions all naval vessels
of the cruiser and battleship class, and the wide field of mer-
cantile steamers of all sizes and types from the ocean grey-
hound to the humble tramp.

During the period which has elapsed since those years the
chief field of change has been that of naval design. At. the
present time, the world over, warships of all types and sizes
are fitted, almost without exception, with boilers of the water-
tube type, while in the wide field of the mercantile marine the
Scotch boiler stili remains dominant, although even here the
watertube boiler has made some notable gains.

The distinguishing features which have determined this
steady growth in favor, especially in the field of naval design,
are (1) saving of weight due to decreased amount of water
in boiler; (2) greater capacity for forcing, especially in the
so-called express or small tube forms; (3) greater flexibility in
service, permitting rapid raising of steam, or, in general, rapid
variation in rate of output as required by rapidly varying con-:
ditions; (4) relative safety from results disastrous to the ship
in case of explosion.

Certain of these characteristics have at the same time neces-
sarily entailed consequences which have operated to retard a
correspondingly rapid extension of favor in the mercantile
marine. These are (1) the reduced amount of water, requir-
ing much closer attention to the feed and greater sensitiveness
to variations in regimen, or, in general, to the conditions of
service; (2) greater cost of upkeep than for fire-tube boilers,
more particularly in certain of the earlier types where the
features of design were less perfectly adapted to the conditions
(3) the demand in general
for a higher grade of intelligence for their efficient manage-
ment and care than in the case of fire-tube boilers. This argu-
ment has become gradually of decreasing importance, due to a
continuously growing familiarity with such boilers among
firemen and water tenders in general, and dud to improvements
in design and in fittings which have aided in bringing such
boilers under more definite and reliable control.

Watertube boilers have been classified according to all
varieties of characteristics. Thus we have had boilers with
straight tubes and with curved or bent tubes; boilers with con-
tinuous or unbroken elements and with elements made up of
boilers with
outside down-flow and with inside down-flow; boilers with
boilers with tubes nearly
horizontal or nearly vertical or at some other more or less
definite angle; boilers with the upper ends of steam forming
tubes flooded and boilers with such tubes dry; that is, dis-
charging their contents of mixed steam and water above the
water level. In addition, the combinations of tubes with
drums or drums ‘and headers have been worked out with a
most bewildering variety of geometrical form and mechanical
connection.. Out of this variety of form, which perhaps was
at its height in the early years of the period under considera-

‘tion, have come a few fairly well defined typés or forms’ which
‘have demonstrated general superiority and'‘efficiency for the
particular Class of service in which they are employed.

Thus inthe field of the small fast steam launch, fast steam
yacht, torpedo boat and destroyer types, and ‘in general

‘wherever the combination of minimum weight of machinery

and maximum speed are distinguishing features, the accepted.

Marcu, 1912

and standard form of watertube boiler is represented by the
small tube or express type. Boilers of this type, represented
by the Thornycroft, Yarrow, Normand and Mosher forms,
include some combination of upper or steam drum with lower
or feeder drums through bundles of steam-forming tubes,
usually from 1 inch to 1% inches in diameter and straight or
curved according to the characteristics of design. Such boilers
according to the degree of forcing will furnish from 8 to 10 or
12 pounds of steam per square foot of heating surface, and will
weigh with water about 1 ton per 60 to 1co indicated horse-
power developed with good triple-expansion engines. Such
boilers commonly carry steam pressures from 250 to 300
pounds, and are provided with steam drying or steam super-
heating coils or pipes in varying degrees. On the other hand,
for naval ship or cruiser and battleship types, and in the mer-
cantile marine where watertube boilers are employed, practice
is divided between the small tube type as above and the large
straight tube type, of which the marine Babcock & Wilcox
form is perhaps the most widely used and most typical of
present-day practice in this field.

The tubes in such boilers are from 2 to 4 inches in diameter,
and are connected by. means of headers or manifolds to a
suitable upper or steam and water drum. Such boilers under
moderate forcing, such as is intended for normal service in this
held, will evaporate from 5 to 8 pounds of steam per square
foot of heating surface, and with water will weigh 1 ton per
25 to 4o indicated horsepower developed with good triple-
expansion engines. Such boilers carry steam pressures from
200 to 250 pounds, and are occasionally associated with super-
heater elements or specially fired superheaters for drying or
superheating the steam to a point depending on the character
of the prime mover, whether reciprocating engine or turbine.

There has been an insistent demand throughout the period
under consideration for improvements in economy in all
branches of engineering. Conservation of natural resources,
scientific management and other allied movements are all ex-
pressions of the same fundamental demand. In the field of
marine engineering these considerations have exercised a pro-
found and determining influence, and it is not too much to say
that the chief progress in connection with the steam boiler
during the past fifteen years has been in connection with con-
siderations bearing on the general problem of operative
economy. The marine boiler in general necessarily suffers
somewhat in this respect in comparison with the typical sta-
tionary power plant boiler. This is due to two primary causes:
(1) The marine boiler must of necessity be worked at a rate
of output per square foot of heating surface from two to four
times that of the stationary boiler; (2) the setting can rarely
be made as effective against radiation losses in the case of
marine as compared with stationary boilers. Both of these
limitations trace back to the marine requirements of weight
saving, and due to their influence it can hardly be expected that
a sustained boiler efficiency, even on large ships and where
the conditions are only moderately severe, can much exceed
75 percent, while under severe forced conditions, as on vessels
of the torpedo boat or destroyer types, the value will naturally
fall considerably lower. These values are 5 to I0 percent
lower than those attainable in stationary practice, and this
handicap the marine designer must, as a rule, accept as a con-
sequence of the controlling conditions of his problem.

The conditions for the highest boiler economy are in brief:
(1) To maintain continuously the conditions for complete and
perfect combustion; (2) to supply the minimum weight of air
per pound of fuel consistent with (1); (3) to deliver the re-
sultant furnace gases to the stack at the lowest possible tem-
perature; (4) to reduce to the lowest possible minimum all
radiation and like secondary losses. Requirement (3) in par-
ticular is inconsistent with forced conditions or a high rate
of output per square foot of heating surface. Much, however,

INTERNATIONAL MARINE ENGINEERING 1Ol

has been accomplished along these various lines. In order
to satisfy condition (1) the introduction of the fuel and air
into the furnace should be continuous and regular. This is a
distinguishing feature connected with the use of oil fuel, and is
in no small degree accountable for the increase in efficiency
with oil as compared with coal. Much, however, can be ac-
complished by light, frequent systematic firing, and the sys-
tem of “clock-work” firing which has been introduced into
the naval service shows what may be done by way of improve-
ment over the older “hit-and-miss” method. The excess supply
of air is usually estimated by means of some of the many forms
of CO. indicators or recorders. These are not in as common
use in the marine as in the stationary fire-room, but they are
attracting favorable attention, and point the way toward at
least one method of securing better control over the irregular
variations to which the air supply is commonly subject. The
use of feed heater elements and the more intelligent distri-
bution of baffles for securing effective distribution of the gases
in the case of watertube boilers are all working toward a
lower ultimate stack temperature, and toward saving at this
important point of heat loss,

In this general connection reference may be made to the
astonishing results which have resulted in the naval service
from the introduction of the competitive idea, combined with
the intelligent appreciation of these fundamental principles of
economy. Savings in the most marked degree have been
realized by the simple combination of brains with the resources
of the engineering world. Results such as have been thus
accomplished show plainly the possibilities of improvement,
and mark the pathway along which further effort should be
made.

Notable progress has also been made in the further study
and better understanding of the conditions affecting general
upkeep, especially those related to chemical corrosion and to
scale formation, In particular, the status of fresh water as the
only acceptable feed for marine boilers, no matter what the
type, has been established, and the evaporator or some equiy-
alent make-up provision for feed water has become a definitely
accepted feature of marine design.

Superheating coils or other equivalent means of superheating
the steam have become an accepted feature of marine design
where turbines are involved. There has been, however, no
great advance in the use of superheated steam otherwise.

Recent lines of development in connection with the marine
boiler have thus centered about the following points: Minor
improvements in detail and in connection with the conditions
of operation of the Scotch boiler; try out and elimination
among the various types of watertube boilers; special study
of the conditions affecting economic performance and cost of
upkeep in the marine fireroom in general.

Whatever the lines of development in the near future, it is
sure that the latter will constitute a continuing subject for
careful study and that not the least contribution of the past
fifteen years in this field of engineering practice will be the
definite recognition of the high importance of such considera-
tions and the good start which has been made in bringing them
under definite engineering control.

THE RECIPROCATING STEAM ENGINE

Fifteen years ago the reciprocating steam engine was prac-
tically undisturbed in its possession of the field of marine
engineering. The marine steam turbine had barely appeared
above the horizon in the performance of the Turbinia, the
gasoline (petrol), naphtha and alco-vapor engines were at-
tracting attention for launches and similar small craft, and
storage battery electric propulsion had shown some hopeful
possibilities for moderate speeds and under special conditions
of operation. With these unimportant exceptions the recipro-
cating engine was the only form of prime mover which could

102

have received serious consideration at this period. At the
present time, while it still remains dominant in the field,
nevertheless the steam turbine and various types of internal-
combustion engines have made such progress in demonstrating
their adaptability to the demands of marine propulsion that
it requires no serious stretch of the imagination to forecast
the possibility of its decline and possible disappearance in a
not far distant future.

The reciprocating engine representing in effect the results
of two centuries of development as a prime mover and of
almost one century in the field of marine practice had attained
at the beginning of the period under present examination to a
finished and indeed almost final stage of development, at least
as far as its main characteristics were concerned. Such en-
gines were available in units of any size from one horsepower
to ten thousand horsepower and upwards, prevailing piston
speeds varied from 300 or 400 to 1,000 feet per minute, and
revolutions per minute from 20 or 30 for paddle-wheel en-
gines up through 60 to too for large screw-propeller engines
to 400 and more for torpedo craft, and, in some cases, to 800
or 900 for special racing-craft designs. The problems which
were challenging the attention of the marine designer at the
beginning of this period related largely to the question of the
number of stages for expansion, whether triple or quadruple,
and to the number and distribution of the cranks with refer-
ence to balance and to the general problem of engine balance
and ship vibration, which had been forced into prominence by
the rapidly increasing demands for speed and the correspond-
ingly increased amount of power per ton of ship structure.
These are problems that seem to have been satisfactorily
solved.

The lines of development during the fifteen-year period
since have been concerned chiefly with the further study of
the fundamental problem of balance and vibration, and with
the more perfect adaptation of the engine to the demands
for size or for power in relation to weight, which have con-
tinuously increased throughout the period. The problem of
balance and vibration has been brought well into hand. The
causes of ship vibration are well understood in their genesis
and the various ways and means available for balancing the
periodic inertia forces of the moving parts are well under-
stood by marine designers. Within reason the problem of
engine balance as a factor in ship vibration may be con-
sidered as having reached a final solution, and this achieve-
ment must be counted as one of the important contributions
of this period to the science of marine engineering.

There have been also ever insistent demands for units of
larger size, for less weight per unit of power developed, for
greater reliability of lubrication, and in general for such a re-
adjustment of the relation between the conditions of opera-
tion and the characteristics of design as shall secure a con-
tinuously rising economic result. There has been an answer-
ing and effective effort on the part of designers, and definite
progress has been made toward improved overall reliability
and economy.

The marine reciprocating engine of the present day may
perhaps claim to be a finished engineering product so far
as it presents a particular solution to the problem of marine
propulsion. It is not implied that it presents necessarily the
best solution, but, taking the solution which it does present,
and viewing the demands of the problem, the conditions of
operation and the present resources of the engineering field,
the marine engine as a type may claim to represent as nearly
a finished engineering product as human effort may presum-
ably hope to achieve. This means that within this type only
such improvements will presumably become possible as may
be permitted by further advance in the physical and en-
gineering qualities of the materials of construction which will
reduce the weight of the engine and enable it to take care of
higher temperatures.

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

THE STEAM TURBINE

Complete and as nearly final as is the reciprocating steam
engine within the limitations of its own type of design, there
are at least four points of fundamental importance regarding
which the steam turbine, by reason of its different design, is
able to offer superior advantages. These are (1) saving in
weight; (2) saving in space occupied; (3) entire absence of
reciprocating parts and, hence, of vibration-producing forces
so far as the prime mover itself is concerned, and (4) lower
center of gravity. Among secondary advantages may be
mentioned absence of internal lubrication and consequent free-
dom of feed water from oil, indifference to conditions liable
to produce racing, indifference to priming of boilers so far ~
as safety is concerned, and high overload capacity provided the
boilers can supply the necessary steam. These various ad-
vantages are not, however, purchased except at the cost of
some limitations and disadvantages. The more important of
these are (1) the impossibility of realizing a reversing turbine
except through the provision of a special reversing section,
thus making in effect two turbines, one for going ahead and
one for backing, either of which must necessarily be in-
operative while the other is in use. This condition has re-
sulted in the provision, as a rule, of less power for backing
than for going ahead, a condition which limits somewhat the
elements of control and maneuver; (2) the high shaft speed
which is necessitated by the turbine design and the conse-
quent difficulty in realizing the best proportions of the pro-
peller for efficiency, and resulting in a definite loss of propul-
sive efficiency; (3) the fact that the efficiency of a steam
turbine is closely connected with the speed and necessarily
falls off seriously at reduced speeds. This feature becomes
of serious importance in naval design where widely varying
speeds must be counted as one of the normal conditions of
operation; (4) the fact that the economy of the turbine is
more dependent on size than with the reciprocating engine,
and the consequent poor showing in economy for turbines
in small sizes and for small craft.

In order to avoid the losses which arise, due to the high
good efficiency speed for the turbine, and the much lower
good efficiency speed of the propeller, certain forms of re-
duction gear have been employed between the turbine and
propller shaft, in particular the Parsons reduction gear, which
has been tried out on the steamer Vespasian, and the Melville-
Macalpine gear, which has been installed on a United States
collier. These are special forms of spur gear reductions, the
use of which will allow the turbine to run at a high speed
and the propeller at a much lower speed, thus placing each
in the range of speed suited to its best efficiency. The
mechanical efficiency of the Melville-Macalpine gear has been
shown to be very high, not far from 98 percent, and with the
improvement in the efficiencies of both the propeller and the
turbine the result should show a definite improvement in
overall propulsive efficiency. Further tests will show to what
extent such forms of reduction gear are likely to form a
permanent feature of turbine drive installations.

At the present time the turbine has achieved a genuine
success with high-powered steamers of the ocean greyhound
or fast passenger type. It has not met with equal favor for
freight steamers, especially in the vast field of the moderate
size, moderate speed type. It has met with success and favor
for river. steamers or other like craft of relatively shallow
draft and high speed. It has met with favor in the field of
the large fast yacht, but not similarly for small yachts and
pleasure craft. It has been given extended trial for naval
service by all the leading naval powers, and with somewhat
divergent results. It has been used in torpedo boats, destroy-
ers, torpedo gunboats, scouts, cruisers, armored cruisers, bat-
tleships and battle cruisers. While its limitations have been
recognized, the general trend of practice during the past ten
years has shown a marked increase in the use of the turbine.

Marcu, 1912

In the United States navy, however, the most recent battleship
designs show a departure from this trend and a return to the
reciprocating engine. Experience of the most valuable char-
acter has been gathered as the result of the competitive trials
and service of the three scout cruisers Birmingham, Chester
and Salem, and of the two battleships North Dakota and
Delaware. Limitations of space prevent any reference to the
results in detail, but they have been widely published in the
engineering press and show in effect, at least in these in-
stances, that (1) the turbine has a very limited range of
speed for good economy and that over a wide range of
speed the economy of the reciprocating engine is superior;
(2) the turbine seems more difficult, under the conditions of
naval service, to keep in a state of readiness for operation,
the cost of upkeep is higher and in many ways its adaptation
to certain conditions of the service is distinctly inferior to
that of the reciprocating engine. For these reasons in chief,
the United States naval designs have returned to the recipro-
cating engine in the latest battleship designs. Further ex-
perience alone can determine whether this reversion is any-
thing more than temporary.

The characteristics of a modern turbine installation are,
briefly, as follows:

(1) Boilers giving either saturated or superheated steam
according to choice with the particular turbine. Marine tur-
bines of the Parsons type do not as a rule use superheated
steam. Turbines of the Curtis and allied types, where the
steam passes through expanding nozzles before entering the
blading, commonly use steam superheated in some degree,

(2) The turbine itself. The types used in the United States
are of either the Curtis or Parsons-Westinghouse types. In
England, the Parsons is the favorite type; and in Continental
Europe, Parsons, Zoelly and Rateau types are used.

(3) The condenser and air pump. The turbine has been
found to be especially responsive to improvement in the
vacuum. Whereas with the reciprocating engine the gain in
economy for a vacuum beyond about 26 inches has been found
to be small and of questionable amount compared with the
expenditure required to realize such value, the same is by no
means true with the turbine, and distinct gains are realized
up to 29 inches or to the highest values which are practicable.
The condenser and air pump equipments for a turbine installa-
tion are therefore much more important relatively than for a
reciprocating engine. A very considerable increase in the cool-
ing surface in the condenser must be provided, and a greatly
increased capacity in the air pump. Due to these facts the
typical turbine installation will occupy nearly as much floor
area as the reciprocating engine, though some space vertically
may possibly be saved, especially in warships, where every odd
corner and pocket may have its value.

_On the whole, the progress of the steam turbine as a marine
prime mover has not perhaps been quite as rapid, and its ac-
ceptance has not been as general as might have been expected
from its early promise. Even in the field where it has achieved
its greatest success, that of the ocean greyhound, as evidenced
in the Lusitania, Mauretania and others, the reciprocating en-
gine still retains a strong hold on the practice of the day. The
ultimate solution of the problem of the marine prime mover is
perhaps not yet in sight. We are now in a period of trans-
ition or of elimination, and as a result of the movements and
tendencies which are now going on we may well look for some
more definite determination, at least as between the recipro-
cating engine and the turbine, as to the particular types of
service for which one form or the other is best adapted.

TurBo-ENGINE DRIVE
_As a form of compromise, or as an attempt to realize the
good points of each type of prime mover, designs have been
developed especially for warships and carried out in several

INTERNATIONAL MARINE ENGINEERING

103

instances, involving the combined use of both the reciprocating
engine and the turbine. Such designs have sometimes in-
cluded three shafts, the two outer or wing shafts driven by
turbine and the center shaft by reciprocating engines. When
going at moderate speed the engine alone is used, the other
propellers revolving freely with their shafts and connected
turbine rotors. When going full speed all three are used, and
under an intermediate condition the turbines might be used
alone with the center propeller shaft disconnected from the
engine and revolving. In other cases both turbine and engines
have been installed on the same shaft, the former turning
freely when the latter only are used. In other cases, as with
the Olympic and Titanic, the two wing shafts are driven by
engines exhausting at about 9 pounds absolute into a low-
pressure turbine driving the center shaft.

In still others four shafts are used or proposed, the outer or
wing shafts for reciprocating engines and the inner for low-
pressure turbines using steam from the engines.

It is a fundamental fact that the reciprocating engine is the
better adapted to realize full benefit and economy from high
steam pressures, and in general from the upper part of the
total expansion range of steam, while the turbine in peculiar
manner is suited to realize the best results from a diminished
back pressure and in general from the lower part of the range
of steam expansion. It is this fact, coupled with the divergent
relations of the two forms of prime movers to speed variation,
that have led to the effort to find the best over-all result in
some combination of the two. The results in many cases of
such mixed installations have been reported as highly satisfac-
tory. Further experience will be required to determine the
exact types of combination best suited to the various demands,
or whether such combinations are more than a passing phase
in the trial of elimination among the various forms of prime
mover which are now presented for the consideration of the
marine engineer.

ELECTRIC PROPULSION OR ELECTRIC DRIVE

Electric propulsion may be viewed either as a means of
directly applying electric energy drawn from a storage bat-
tery or other suitablé source to the propulsion of a ship, or as
a form of drive intermediate between a steam prime mover
(such as a turbine) and the propeller shaft.

Electric motor boats driven by energy from storage batteries
were a feature of the Chicago Exposition in 1893, but the de-
velopment along this line has been rather sharply limited, due
to weight and other characteristics inherent in present forms
of storage batteries. This particular form of drive has, how-
ever, received a notable and important application in the opera-
tion of submarines. This form of power application, intro-
duced near the close of the last century, has received close
study and important development during the past decade, so
that to-day it stands as the typical form of power drive for
submarine boats when navigating under water. A typical in-
stallation includes gas or oil engines, storage batteries and an
electric unit which may at will be used as generator for
charging the batteries or as motor to transform the energy so
stored into propulsive form. While navigating on the surface
or when the exhaust from the engine can be rejected to the
air, the internal-combustion motor is used, a part of the power
so developed being employed to operate the electric unit as a
generator, and thus to charge the batteries if necessary.
Otherwise, disconnecting clutches provide, while the boat is at
rest or at anchor, for operating the engines for the same pur-
pose. When the boat is navigating below the surface the
engines are disconnected, and the energy is drawn from the
batteries and transformed by the electric unit acting as a
motor into propulsive work.

This scheme of submarine drive, which has reached a state
of high efficiency, represents in all its present essential details

104

of growth and perfection an engineering product of the period
under present review.

Turning to the other aspect of an electric drive, we may at
the start note that the utilization of the combination of elec-
tric generators and motors between a steam prime mover and
the propeller shaft is most consistently viewed as a means of
speed reduction or, in general, of speed change. While for
many years suggestions and plans have been brought forward
more or less vaguely regarding the utilization of such a type of
drive, it was reserved distinctly to the period covered by the
present review, and to the last few years of that period, to
bring such drive into practical form. The development of such
a form of electrical drive may be viewed as the direct result
of an effort to meet the limitations of the turbine with refer-
ence to reduced propulsive efficiency at the initially high speeds
and loss of economy in the turbine at reduced speeds. These
points have already been noted in connection with the turbine.
The answer which the electrical drive offers is to interpose
between the steam turbine prime mover and the shaft an
electric generator-motor combination as a speed reduction
device. This provides in the first place for a moderate and
efficient speed for the propeller shaft at full speed, or in gen-
eral for such speed of shaft as the propulsive conditions may
demand for the best combination result. Next, by providing a
step-speed induction motor with speeds, for example 60 and
Too percent of full speed, and by the use of resistance for re-
versing and of direct speed change in the turbine over the step
intervals, a combination is achieved which allows the prime
mover to run nearly uniformly at its normal high speed with
moderate speed changes for maneuvering, and for motor
speeds intermediate between those normally given by the pole
number combinations. The motors may be stopped, reversed
and started independently of each other and while the gen-
erator is running, a

Such a general plan has been proposed for battleship drive,
and a similar but somewhat simpler installation is at present
being installed in the United States collier Jupiter, now build-
ing at Mare Island, Cal. The steam consumption expected
from the proposed battleship installation ranges from 11.3 to
13.4 pounds per shaft horsepower-hour over a range of speed
from 21 to 12 knots, while for the collier installation from
10 to 14 knots speed the water rate should range from 15.55 to
12.15 pounds. If these figures are realized even approximately,
they will mark an advance over the economy to be expected
from’a reciprocating engine installation over the same range
and under the same general operating conditions, and in still
higher degree over that to be expected from a direct-connected
turbine installation covering the same range of speed variation,

THE INTERNAL CoMBUSTION ENGINE

The internal combustion engine with gasoline (petrol) as
fuel had become, by the latter part of the decade 1890-1900,
an accepted feature of marine design for launches and small
pleasure craft. Since that period it has grown continuously
in importance and scope of service and has in fact served as
the foundation for an entirely new type of pleasure craft, the
high-powered racing motor boat. Parallel with this growth of
the gasoline (petrol) motor, the producer gas equipment and
motors of the Diesel engine type have demonstrated fitness for
service in the marine field generally and are now sharing with
the gasoline (petrol) type the serious attention of marine de-
signers for many purposes for which fifteen years ago the
steam engine would unquestionably have been employed.

Fifteen years ago the typical gasoline (petrol) motor boat
engine was of the two-cycle type, with either one, two or three
cylinders, running at three to four hundred revolutions, rarely
exceeding four or five horsepower per cylinder and weighing
100 pounds and upward per horsepower, At the present time
such engines for marine service are made in both the two

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

and four-cycle types, and with cylinders from one to six or
eight for a shaft and developing all the way up to 50 or 75
horsepower per cylinder, running at revolutions from two
hundred or less to twelve hundred or more, and weighing
down to 8 or 10 pounds per horsepower developed. For
convenience of classification such motors are often classed
as low speed or heavy duty, medium and high speed, although
those classes shade insensibly one into another.

Installations of the low-speed class are by far the most
numerous and include the wide field of moderate and low-
speed launches, hunting boats, houseboats and pleasure craft
in general, with a distinctly significant commercial field in
fishing boats and in small river and harbor craft for various
commercial purposes. The medium speed or semi-speed in-
stallations include more pretentious pleasure craft, small and
moderate-sized yachts, passenger and mail boats and similar
craft. The high-speed installations belong primarily to the
pleasure craft field and represent the utmost that can be ac-
complished for power on a given weight, all with reference to
the highest attainable speeds.

The type of design called for in the low-speed, heavy-duty
class is such as will insure the maximum of simplicity and
reliability of operation over long periods of time, with rela-
tively cheap and perhaps indifferent quality of fuel, and with
such supervision and care as relatively unskilled persons may
be able to render. The upkeep in general must also be
kept as low as possible, and economy of fuel such as it may
be is always a requisite. This will call for conservative de-
sign with reference to dimensions and weights, and for the
utmost simplicity in construction, combined with assurance
of reliability and general acceptable features otherwise. The
weight of such designs will usually run from 50 to 80 pounds
per horsepower, and the piston speeds from 400 to 7oo feet
per minute.

In such class of construction for small pleasure launches,
skiffs, tenders, etc., for which the power rarely exceeds 12
to 15 horsepower and the periods of continuous operation are
always short, and for which fuel economy is often of less
impertance than first cost, the engines are commonly of the
two-cycle type. In larger sizes and for more continuous and
harder service, and where fuel economy becomes a matter
of larger importance, the four-cycle engine has in recent years
compelled acceptance by reason of its superior adaptation to
such requirements. Various modifications of the two-cycle
type have been tried, looking toward the improvement of the
economy by the use of auxiliary cylinders for compression,
special scavenging devices, etc., but without notable change
in the relative status of the two types. If the two-cycle type
‘s to be improved by further complication of parts it is doubt-
ful if there is any good reason for stopping short of the full
four-cycle type of design.

Regarding the number of cranks or cylinders with regard
to evenness of crank effort, it may be noted that for the
two-cycle type the single-crank engine is occasionally met
with in small sizes. The two-cylinder or two-crank engine
is, however, much more even in its application of power
and is always to be preferred. In still greater degree the
four-cycle engine in the single-crank form is unsatisfactory
and is never met with in typical modern practice. The two-
cylinder four-cycle is equivalent in turning effort to the single-
cylinder two-cycle, and still leaves much to be desired in this
respect. Three and four cylinders are better, but the standard
of smoothness in effort is found in the six-cylinder, four-
cycle type, with three sets of cranks at 120 degrees, and in
engines of sufficient size to make the four-cycle type of
significance this is the desirable crank arrangement.

In the semi-speed or intermediate type there is a higher
demand per pound of material, piston speeds are higher and
there must be a more exacting and careful design throughout.

Marcu, 1912

At the same time the demands for reliability of operation,
expense of maintenance and economy of fuel are substantially
the same as in the less exacting type. Weights per horsepower
in this class may range from 30 to 40 pounds and piston
speeds 600 to 800 feet per minute.

While both the two-cycle and four-cycle types of engine
are found in this class of design, the latter seems on the
whole to be the more commonly used type, especially in powers
above 25 or 30 horsepower.

In the high-speed or racing type everything is sacrificed
to the development of the highest power on a given weight.
This means the most refined design, reduced factors of safety,
the use of materials having the highest possible physical
properties as regards strength, resilience, etc., the highest
practicable piston speed, and, in general, such combination of
factors as will insure for a few hours’ time the realization
of the maximum possible power out of a given weight of
constructive material. Considerations of fuel economy or
of the grade and cost of fuel become thus of secondary im-
portance. Reliability for long runs and under varying con-
ditions may also be yielded, as well as relative simplicity and
adaptability to unskilled attendance. The piston speeds re-
alized in such engines will range from 900 or 1,000 feet up
to 1,300 feet in extreme cases, and the weights will range
from 7 or 8 pounds per horsepower for large engines up to
12 or 14 for smaller powers.

The fuel economy of engines of these various types and
grades of construction may vary from perhaps .9 to 1 pint
of gasoline (petrol). The economy of high-speed boats is
better than might otherwise be expected because of the su-
perior grade of gasoline (petrol) commonly employed and
on account of the high piston speed.

The character of the cycle of the internal combustion en-
gine, as compared with the steam engine, necessitates several
peculiar features of auxiliary design in order to properly
adapt it for the requirements of marine service. Thus, for
starting in small sizes, the engine may be turned over by
hand, the initial charge drawn in, and the start thus effected.
In larger sizes, however, compressed air starting has become
the rule. For moderate sizes this is effected by attaching to
the engine a small air compressor, operated by an eccentric or
crank, and provided with an automatic cut-out when the pres-
sure has reached the desired limit of 200 or 250 pounds per
square inch. The air thus compressed is stored in lengths
of tubing or other form of receiver which can be located
in otherwise useless space, and thus becomes available on
demand for starting the engine or for blowing the whistle.
In large sizes small auxiliary, hand-starting engines are pro-
vided, with connections in such manner that they may be used
at will for compressing air, for running an electric generator
for lights or for pumping.

Another special feature is the reverse. This may be brought
about in three different ways. Thus the small-sized, two-
cycle units will run in whichever direction they are started,
and in this manner by hand the requirements of reverse and
control are provided. This method, however, is limited to
this type, and to small sizes, and can scarcely be considered
as an adequate solution of the problem. For all engines of
the four-cycle type the reverse may be effected either by a
longitudinal shift of the cam shaft, thus bringing the valves
under control of a new set of cams so placed as to de-
termine motion in the reverse direction, or by a gear reverse
in the shaft of the planetary type.

About 1905 attention became directed to the possibilities of
double-acting gasoline (petrol) engines for marine service, and
since that time engines of this type have gained recognition
for cases where the power desired per cylinder is more than
can readily be developed without undue increase in size. The
serious problems of piston-rod packing, internal lubrication and

INTERNATIONAL MARINE ENGINEERING 105

cooling of working parts have been successfully dealt with,
and the double-acting type may be considered as the latest
product of the past decade in motors of this type.

The engines of the internal combustion type thus far
considered have been primarily those using gasoline (petrol)
as fuel. Astonishing as the progress has been with engines
of this type, the progress during the last few years in the
adaptation of oil-burning engines to the demands of marine
service has been even more striking. Under this general head
brief reference may be made to engines using kerosene (par-
affin) engine distillate, and crude oil of various grades and
characteristics. Most well-designed gasoline (petrol) engines
with appropriate change in the carbureter can be made to
run on kerosene (paraffin) or the lighter distillate by starting
on gasoline (petrol) and switching over to the heavier fuel.
For crude oil, refuse and fuels of such type, however, a
complete change in the programme is required, and it is with
such fuels that engines of the Diesel type have made the most
remarkable advances during the past few years. Engines of
this type are adapted to use fuels of widely varying char-
acteristics, covering practically the entire range of the heay-
ier hydro-carbon oils and their distilled products and with a
thermal economy unattained, perhaps, by any other form of
heat prime mover. They are heavier than gasoline (petrol)
engines per horsepower developed and require careful super-
vision and care. Their valuable characteristics have, how-
ever, gained recognition to such an extent that we find them
in use in both the naval and commercial marines in all sizes,
including an English battleship design of 36,000 aggregate
horsepower on three shafts. Typical sizes are, however, be-
tween 100 and 1,000 horsepower, with 4 or 6 cylinders, and
with single or twin shafts. There have recently appeared,
however, several designs, some of which are in operation, in
which the power is in excess of 1,000 horsepower. The fuel
economy of engines of this type will range from .4 to .5 pound
per horsepower hour at near full load and up to .6 to .7 at
one-third to one-quarter loads.

In addition to the gasoline (petrol) and Diesel types of
engine, the internal combustion principle has furnished an-
other strong competitor for certain types of marine service
in the gas engine, using fuel furnished by a gas producer of
the suction type. Such producers operate on coal fuel, prefer-
ably of the anthracite form, and furnish a gas having a heat-
ing value from 150 to 250 B. T. U. per cubic foot. The fuel
economy of such plants is about one pound of anthracite
coal per horsepower hour. The low-heating value of the gas
requires higher compression than with gasoline (petrol) vapor
and other minor changes in the design of the engine. In gen-
eral, the engine design follows the characteristics which have
been worked out in connection with the use of gas of this
character, and with only such structural variations as would
serve to adapt it to the requirements of marine service. The
total weight of gas producer and engine in such an installation
is much greater than in the case of the gasoline (petrol) or
fuel oil engine alone, and for this reason such form of
power installation is only suitable in craft intended for mod-
erate or slow speeds.

Within these limitations, for canal boats, lighters, small
cargo carriers, etc., there is a fair field for the further trial
of power equipment of this character.

In the general field of internal combustion engines, gasoline
(petrol) must, by reason of its price, be restricted to pleasure
and racing craft, while the field of commercial use is open
to either oil engines or producer gas equipment. At the
present time the oil engine seems to be decidedly in the lead.
Further experience alone, however, can determine their rela-
tive merits for different demands of service and the particular
types or conditions for which one or the other may prove to
have superior adaptation.

106

In the entire field of marine engineering the most notable
feature during the past fifteen years has undoubtedly been
the phenomenal advance which the internal combustion motor
has made, and the point of greatest present uncertainty is,
perhaps, the result of the competitive struggle which we
see now going on among the various forms of marine power
equipment.

PROPULSION

From the time of its introduction early in the nineteenth
century the screw propeller had won and maintained a place
of continuously increasing importance as a means of marine
propulsion, and by the last years of the century the field was
quite definitely divided between the propeller and the paddle-
wheel. During the fifteen years since that time the situation re-
mains much the same, with perhaps some small further restric-
tion in the field of the paddle-wheel. For river service where
large craft may be required for navigation in shallow water, and
in general for all cases where moderate or large-size and shal-
low draft are combined, the paddle-wheel still finds a useful
and effective field of service. For the entire field of deep water
craft, and in general wherever the draft is sufficient to se-
cure the immersion needed by the propeller, the latter is the
accepted and normal means of propulsion. Even in the field
of shallow water craft the propeller has made advances during
the past fifteen years, and, by means of special forms at the
stern so adapted as to insure proper immersion for the
propeller, the latter has shown its practicability for river and
other craft of relatively light draft.

The paddle-wheel either as side wheel or stern wheel has
remained in design and construction practically unchanged
during the period under consideration. Here again we have,
so far as the design and construction of the wheel itself is
concerned, practically a finished engineering product, and so
long as paddle-wheels are used at all there is no reason to
anticipate any marked change in their characteristics of design
or construction.

Regarding the screw propeller, there has accumulated during
the period under consideration an enormous amount of ex-
perimental model data resulting from investigations in Europe
and in the United States in Government and private experi-
mental tanks, as a result of which the design of the propeller
is placed on a much more secure footing than in the closing
years of the last century. The results of these investigations
show that propellers under favorable conditions may develop
efficiencies of 70 percent or slightly better. The main problem
has been therefore to so correlate these results as to indicate
clearly the possibilities in any proposed case, and the com-
bination of characteristics which will insure the maximum
efficiency, or as near to stich value as may be practicable.
There is perhaps no problem in engineering the solution of
which depends in so intricate a manner on the many factors
which are required to define a given case. As a result, the
design of the propeller must be in chief measure empirical,
and with uncertainty regarding the suitable values to be as-
signed to various factors the results on the average must
of necessity fall far below the maximum actually attainable.
The really important problem during recent years has there-
fore been, not so much the design or development of some
special type of propeller of hitherto unattainable efficiency, as
the accumulation, analysis and correlation of experimental re-
sults in such manner as to make possible the general raising
of the great mass of average practice. This important service
has in large measure been rendered by the work of the past
fifteen years, and, while much yet remains to be done, es-
pecially in outlying portions of the field, nevertheless the
designer who makes suitable use of these accumulated stores
of data may be assured, for the approximately normal case,
of a result not far from the maximum permitted by his
limiting conditions.

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

A problem of peculiar importance in connection with the
application of the turbine to marine service has been the in-
vestigation of the propeller of high revolutions and low-pitch
ratio. Before the advent of the turbine the usual pitch ratio
ranged from I to 1.6 or 1.8. With the high rotative speeds
of the turbine, pitch ratios .40 to 1 became common, opening
up a new and unexplored field to the designer of the propeller.
Experience with full-sized propellers, as well as model ex-
periments, all confirm the general conclusion that the use of
pitch ratios much below 1 is attended with a distinct loss
in efficiency as compared with the higher pitch ratios typical
of practice with the reciprocating type of prime mover. By
an increase in size and a narrowing of the blades the loss
may be minimized, but under ordinary working conditions
some loss in efficiency must be anticipated in connection with
the high rotary speeds of the turbine, and in such fact we
find one of the relative disadvantages of the turbine type of
motive-power equipment. The use of some form of re-
duction gear between the turbine and propeller, as elsewhere
noted, is, in effect, a recognition of this fact.

The present typical screw propeller may have either three
or four blades, each blade being of a generally elliptical or
oval contour, carefully formed and in the best design sur-
faced by grinding on both front and rear faces. The blades
may be either cast solid with the hub or detachable. In all
large propellers the latter form prevails. Cast iron, cast steel
and bronze are used according to grade and character of
practice. The latter is always preferable on account of
strength, toughness, smooth surface and low frictional re-
sistance, and is always employed in the best practice.

Investigation shows that the present propeller under the
best conditions approaches very close to the limit of possible
efficiency, and that there is therefore but little gain to be
expected in the maximum possible results. The outlying field
which still remains, consists rather in an extension of the
results of the past fifteen years, and the broadening of our
foundation for the sure and effective treatment of every
problem of propeller design in such manner as to insure the
realization of the maximum efficiency compatible with the
selected limiting conditions of operation.

AUXILIARIES

Only brief mention need be made of auxiliaries so far as
propulsive machinery is concerned. The same general kinds
of auxiliary machinery have remained in use throughout the
period under consideration, with occasional improvements or
developments in type or detail. Thus blowers, pumps, con-
densers, etc., have remained in broad outline much the same
during the past fifteen or twenty years. In detail and in
particular types many improvements have been made. Thus
the narrow vane or sirocco type fan has come forward and
is accepted as superior in efficiency and general effectiveness
to the older type. The centrifugal pump has become generally
accepted as the typical form of pump for circulating water
through the condenser. The functions of the air pump, es-
pecially for turbine service, have been subdivided, and the
water of condensation, or condensate, is drawn out by a small
centrifugal pump and passed along to the hot well, while the
air is withdrawn by specially designed forms of so-called dry
vacuum pumps. Of these there are three types at the service
of the designer, the old and familiar piston type with specially
improved details of valve movement and function, the rotary,
represented by such pumps as the Rotrex, and more recently
the Le Blanc type. Electric motor drive for auxiliaries such
as centrifugal pumps and fans has become common, and in
these general respects the practice in the marine engine and
fire-room has kept well abreast of the many improvements
in general engineering ‘practice regarding such items of
equipment as may serve a collateral or auxiliary service in

MarcH, 1912

connection with the operation of the main propelling ma-
chinery.
MATERIALS

One of the most significant features in connection with
general engineering progress is the extent to which de-
velopments and improvements in one field are conditioned
or made possible by progress in another. Nowhere is this
more clearly shown than in the part which improved or new
structural materials have played in making possible improve-
ments in the field of marine design, especially in the line of
increased power per pound of machinery or per ton of dis-

placement, and in consequence higher speed or increased -

carrying capacity. The modern boiler, high-speed steam en-
gine, turbine or internal combustion motor, line and propeller
shafting and propeller itself, all depend in their present
typical form and design on the possibilities which have been
placed in the hands of designers of marine machinery by
improvements in the constructive materials of engineering.

Special alloy steels such as nickel, vanadium, chrome,
tungsten, etc., furnish, as may be desired, materials with the
maximum combination of tensile, shear or compressive
strength, toughness, hardness, resistance to high temperatures,
or abrasion, and with any one combination of related qualities
magnified to any degree within limits.

Again, special bronzes for propellers and bearing shells
and a long line of special bearing metals have also contributed
their quota in the developments during the past fifteen years.
Limitations of space preclude any detailed examination of
this subject, but in passing in review the various advances
in the field of marine design and operation we must not
forget that with regard to structural materials this period
has contributed, perhaps beyond that of any other equal
period, to the extension of the resources placed at the im-
mediate disposal of the designer of marine machinery.

S1zE AND PowER

Continuous and definite though by no means startling ad-
vances in size and power of propelling machinery and in
speed of ship have characterized the developments of the past
fifteen years in the marine field.

In the early years of this period 10,000 horsepower per
shaft with reciprocating engines was well within the limits
of achievement. At the present time perhaps twice this
amount or 20,000 horsepower per shaft may be considered
as equally within the limits of practical realization. These
larger amounts of power are for the most part with turbine
installations. In this respect, regarding the size of the unit
itself, and in particular since the diameter of the shaft depends
on rotative speed and power, the turbine has a distinct ad-
vantage over the reciprocating engine, although, as previously
noted, the application of the power through the propeller at
high rotative speeds is less efficient than at low speeds. So
far, however, as size and power of units per shaft are con-
cerned, the progress has simply kept pace with the demand,
and, within a limit which it would perhaps be difficult to set
at the present time, there seems to be no reason why the
size and power of such units should not continue to increase
in answer to further demands along the same line. In ad-
dition, however, to an increase of power per shaft, the prob-
lem of increased total power has been further met by an
increase in the number of shafts. This again is made the
more possible with turbine installations by reason of the
high rotative speeds and relatively smaller propellers.

The total power of propelling machinery has likewise grown
in answer to the growth in two measurably distinct char-
acteristics of ship design and operation; increasing speed by
itself, and increasing size of ship. Either singly or both in
combination demand increasing total propulsive powers. In
the early years of the period under consideration, the maxi-

INTERNATIONAL MARINE ENGINEERING

years of the last century.

107

mum total propulsive power in large mercantile steamers
was represented by amounts from 20,000 to 30,000 horsepower,
for ships of 25,000 to 30,000 tons displacement and for speeds
of about 22 knots. For warships of the battleship type the
maximum power was represented by some 15,000 to 18,000
horsepower for ships of about 15,000 tons displacement, and
at speeds of 18 or 19 knots.

At the present time the maximum in mercantile marine is
represented by a total powers from 50,000 to 70,000 horse-
power for ships of 40,000 to 60,000 tons displacement and for
speeds 24 or 25 knots; while for warships the superdread-
noughts and battle cruisers require aggregate powers of 30,000
to 50,000 horsepower for displacements of 25,000 to 28,000
tons and speeds of 22 to 25 knots.

Economy

The advance in economy of propulsion by way of steam
prime movers has been comparatively small during the period
which we are considering. The reciprocating steam engine has
only improved in minor degree. Superheated steam and
higher steam pressures have advanced only moderately, and
the gain which has been made in engine economy is small
compared with the great changes which have been noted in
other directions. Steam turbines operated at or near their
most economical point, that is, at or near the single speed for
which they are designed, have shown an economy on the whole
better than reciprocating engines, though in the same general
class, while, if used over a wide range of speed, the economy
as noted elsewhere. is distinctly inferior to that of the re-
ciprocating engine. From 12 to 15 pounds of steam per shaft
horsepower hour independent of auxiliaries will represent
in the main results which good practice may now hope to
attain. In special cases with superheated steam and particular
attention to economy, the figures have been reduced close
to 10 pounds. Auxiliaries included, these figures will be
raised by 10 to 20 percent. These figures represent something
from 1.1 to 1.5 pounds of coal per shaft horsepower hour
for all purposes as typical of good present practice, figures
which had been achieved in detached cases during the closing
In smaller craft the situation is
similar. Here the fuel consumption has remained without
essential change from 1.5 pounds to three and four pounds,
depending on conditions of operation. i

The most significant outlook for improved economy seems
to lie in connection with the internal combustion engine and
in particular for small and moderate sizes. The economy of
such forms of motor has already been noted, and when re-
duced to financial basis it readily appears that the crude oil
motor and producer gas installations are the only types which
seem to give definite assurance of reduced propulsive cost
as compared with steam. If Diesel type motors can insure
continued operation on .4 to .6 pound of oil per shaft horse-
power hour, then, with a not improbable relative cost be-
tween coal and oil, the latter will be able to show a marked
saving as compared with coal, and this on fuel cost alone.
If in addition allowance be made for saving in personnel and
general fire-room expense, the gain will be still more signi-
ficant.

With producer gas installations giving a shaft horsepower
hour for about one pound coal, the saving will be relatively
small in large high-grade practice, but more in small craft,
where high efficiency is more difficult to obtain with steam
prime movers than with internal combustion engines.

On the whole, we must accord to the internal combustion
motor, and in particular to the Diesel type, credit for the
most significant progress during the past fifteen years and
for the most hopeful promises for the future regarding the
important features of economy in the development of power
for marine propulsion.

Ios

Possibilities of Montauk Point Relative to
the Atlantic Express Passenger and

Mail Service
BY WILLIAM TIT. DONNELLY*

This is a subject which has been under discussion for a
great many years, and one which has been brought to my
attention on numerous occasions, and until very recently I
have been very pronounced in my attitude as to the un-
reasonableness of any such undertaking, but the persistency
with which this matter has been agitated has led me to
give it considerable study, and this has developed an en-
tirely different point of view, which, while it may not be
conclusive, seems to be sufficiently sound to warrant some
consideration.

The general discussion of this subject has always tended
toward the possibility of a freight line and cheap shipping
facilities, and from this point of view I can see no pos-
sibility of a development, as the approach would be limited
to the tracks of the Pennsylvania Railroad. My new point
of view is the possibility of an express, passenger and mail
service. It is apparent that, due to the shorter distance and the
ease of entering the port at Fort Pond Bay, Montauk Point,
Long Island, the Mauretania and the Lusitania could shorten
their trips by about seven hours. This does not seem much
on the face of it, but it would mean fourteen days a year
or two more trips for each vessel in the year, and this without
tne expenditure of any additional coal and without any ad-
ditional expenditure for officers and crew. Reduced to its
lowest term, this means, with the same investment of capital,
the same maintenance and expense accounts, the adding of
an enormous sum to the earning capacity, not simply the 4
percent represented by two additional trips in fifty, but a
very much greater amount, due to the fact that nearly the
total receipts of these two trips would be added to the
profits.

If this terminal can be brought about, mainly at the ex-
pense of the United States Government and the Pennsylvania
Railroad, it would seem to be a very handsome thing for
the steamship company, and, considered from the railroad
point of view, it would seem to have attraction enough for
the Pennsylvania Railroad to make them interested, as they
would have the only direct through-rail connection to the
fastest passenger and mail line across the Atlantic.

Of course, we have to consider the alternative, such as
saving by sailing from Boston, Mass., and other far Eastern
ports, but I would point out that it will be practically im-
possible to take away from New York the distinction and
prestige of the most-direct and highest class connection with
Europe, and, as regards Boston and New York, Montauk
Point would be a neutral point and would put Boston in almost
as good position relative to the point of departure as New
York City.

Granting the project as outlined as a possibility, the relativé
position of the Canadian Grand Trunk System to such a
development is a point of interest. The distance from New
London, Conn., to Montreal, Canada, is 376 miles and the
distance from Montauk Point to New London 20 miles by
water. To make this comparable to railroad miles, I have
multiplied it by 3, or called it 60 miles. This would make
the distance from Montauk Point to Montreal 436 miles. The
distance from Montauk Point to New York City is 118 miles
and from New York to Montreal 399 miles, or a distance
of 517 miles, which gives 81 miles relative advantage by the
Central Vermont Railroad from Montauk Point to Montreal.

The question then is, whether this would be sufficient to
give the Grand Trunk Pacific Railway the control of the

* Consulting Engineer, 17 Battery Place, New York.

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

fastest mail and passenger route from Montreal, Canada, and
the Northwest, as against any other possible connection. If
this would work out, it would appear to offer some additional
inducement for the adoption of Montauk Point as a point of
departure for the transatlantic express passenger and mail
service.

Of course, the question will be raised as to New London
as a point of departure; but I think this will be impossible,
as in any rail contest the Pennsylvania Railroad would al-
ways dominate the New York, New Haven & Hartford Rail-
road, and, besides that, the concession of such a terminal to
Connecticut by the great State of New York is practically
out of the question. It is quite possible, however, that if
the express passenger and mail service should leave Montauk
Point, the general agitation of the subject might develop a
secondary line of freight and passenger service from New
London to Europe, as New London has one of the best
and most accessible harbors on the coast; and, of course, this
would be of great advantage to New England.

In any discussion of this subject, our friends in Canada will
insist upon the consideration of one of their Eastern ports,
such as Halifax, Nova Scotia, which is free from ice the
year round.

I make the railroad distance from Halifax to Montreal 836
miles and the distance from Montauk Point to Montreal, as
previously stated, 436 miles, a difference of 400 miles in favor
of Montauk Point. For a matter of comparison, | will turn
this distance into time by using 50 miles per hour as the
common mail transportation speed. This gives Montauk Point
eight hours’ preference over Halifax in relative rail distance.

I find that the fastest steamers from Halifax are the Vir-
gimian and the Victorian, making 18 knots. To make the com-
parison more simple, I will turn the eight hours’ time into
added distance between the Port of Halifax and Liverpool.
Hight hours at 18 knots would mean 144 knots. This, added
to the distance from Halifax to Liverpool, 2,485 miles, would
make 2,629 miles, and this distance, at 18 knots, would require
146 hours. ;

The distance from New York to Plymouth is 2,973 miles.
Allowing 125 miles between New York and Montauk Point,
would make a sailing distance of 2,828 miles. The speed of
the Mauretania and Lusitania is 2514 knots. This would
make the sailing time 111.6 hours, or a saving over the Mon-
taul route, as compared with the Halifax route, of 34.4 hours.

It is, of course, apparent that this advantage of Montauk
Point is due to the difference in speed of the boats, which
brings the question down to the consideration as to whether
this difference will be continued. In this connection, the
first point to be decided is the speed of the boats that would
be required to put Halifax on an equal footing with Montauk
Point. This is readily obtained by dividing the Halifax mile-
age by the time consumed in traveling the Montauk course.
This gives the required speed as 23.5 knots. While it is, of
course, entirely within the bounds of possibility that boats
of such a speed may be run from Halifax, I do not consider
it at all practicable. To obtain this speed with any degree
of regularity, the boats would have to be of tremendous
power and very large size, and to return anything upon the
investment they must receive a tremendous subsidy, as they
could not receive anything like the patronage assured to a
line directly connecting such a city as New York.

It may be of interest to consider briefly the actual financial
sums involved in such a transatlantic line as is referred
to. The cost of the Mauretania and Lusitania was approxi-
mately $6,500,000 ~(£1,337,000) each. The capital for these
vessels was loaned by the British Government at a rate of -
interest approximating 234 percent. It is a very reasonable
supposition that this line is operated for a net return of this
amount plus 5 percent, or a total net revenue of 734 percent

Marcu, 1912

per annum. This would mean a net revenue of $503,750
(£103,700) per year, or, figuring on a basis of fifty trips,
would mean approximately $10,000 (£2,055) per trip.

It would be entirely within the bounds of business experi-
ence to estimate the net receipts from a trip as not more
than 20 percent of the gross receipts. On this basis, the
returns from two additional trips would be an additional

INTERNATIONAL MARINE ENGINEERING

109

$100,000 (£20,550) per year, an amount equal to 20 percent
of the present total net revenue.

The foregoing is not intended to be an accurate presenta-
tion of the facts, but is believed to be substantially correct,
and is intended to be an illustration of the economic principles
involved in the greatest possible utilization of revenue-earning
power of transportation means.

New Tank Steamer for the Gulf Refining Company

The Gulf Refining Company, of Pittsburg, Pa., has under
construction a new tank steamer which will have a greater
bulk of oil-carrying capacity than any other tank vessel oper-
ating under the American flag with the exception of the
Oklahoma, which is owned by the same company.

Contract for the new tank steamer, which is to be named
the Gulfoil, was placed with the New York Shipbuilding
Company, Camden, N. J., and the vessel is being built from
designs prepared by Mr. George B. Drake, New York, the
naval architect, who also designed the Oklahoma and other
craft for the same owners. :

The Gulfoil is being built to the highest class in Lloyds and
under Lloyds special survey. The dimensions of the ship are
as follows:

Weng thpov.craa lleeeetsrm cn atseenesorkiacnies 406 feet 6 inches
Length between perpendiculars (Lloyds).. 392 feet
Beamimemold edie aia-taoice.ts vate Saceeaio ets 51 feet
Depth moldeditos upper deck. ye-.s44. 1. 30 feet 2 inches
IDEDUN UO MEA GECK. o60000c00000000008000 22 feet 8 inches
Deadweight carrying capacity on 23 feet

OMinclreswd alter act tale-ca sere terc rie aes 7,257 tons

The steamer is of the two-deck type with raised forecastle
bridge and poop decks with a continuous expansion trunk
between decks and a raised expansion trunk above the upper
tleck over the five after tanks. The expansion trunk sides,
both between decks and above the upper deck, are continued
by the machinery casing, thus greatly increasing the strength
of the ship. The full poop will add greatly to the dryness
of the ship and to the comfort of the crew. The main scant-
lings for the construction of the hull are shown on the midship
section, and the arrangement of the transverses, longitudinals,
bulkheads and decks is shown on the general plans.

Instead of following the usual method of construction, the
owners decided to adopt the Isherwood System, consisting
of longitudinal instead of transverse framing, a system now
being used extensively in Europe, although this is the first
tanker of this type to be contracted for in the United States.
The results will no doubt receive considerable attention, par-
ticularly in view of the fact that, in addition to the practical
advantage attained, a very material saving in weight, of
structural material has been effected, together with an increase
of longitudinal strength as compared with the ordinary con-
struction, resulting in an appreciable saving in the first cost
of the vessel, as well as securing an additional carrying
capacity of about 230 tons beyond what would be obtained in
a ship of similar dimensions built under the old method.

When fully loaded the vessel will carry 2,285,000 gallons
of oil in bulk, contained in twenty-two separate oil-tight com-
partments, in addition to which there are also a large cargo
hold, and smaller compartments, furnished with all the nec-

essary cargo booms, winches and handling gear, in which

barreled oil or general cargo can be transported.
The steering engine will be a Brown steam tiller fitted
direct on the rudder stock and worked from the bridge,

as well as from aft, by the latest type of telemotor gear,
while for additional safety there is also an independent hand
gear, which can be used to steer the ship when occasion
requires.

On the stern of the ship there will be placed a powerful
automatic machine, furnished with a heavy steel hawser, for
towing purposes; the anticipation being that this steamer, like
others of the fleet, will have a barge as a consort, and for
that reason a considerable margin has been allowed. in the
proportions of the machinery so that there may be no ap-
preciable delay to the steamer, even in the event of her
having a barge in tow.

The ship’s officers and operator for the wireless system,
with which the vessel will be equipped, are provided with
adequate and comfortable quarters amidships, in a house
raised above the bridge deck and communicating with the
after part of the vessel, where the dining saloon is located, by
means of a substantial fore-and-aft bridge. The engineers,
petty officers and all other members of the crew, are suitably
housed under the raised poop deck, aft. The galley, saloon
and petty officers’ mess are located in a steel house in the
poop deck and the crews mess rooms, steward’s storerooms
and other essential located under the
poop deck, thereby minimizing and confining the work of the
steward’s department within as small an area as possible.

As on all the vessels operated by this company, oil will
be used as fuel and will be carried in bunkers having a
capacity of 176,000 gallons, so arranged at both ends of the
vessel that either cargo or fuel can be carried therein; which
arrangement also permits of considerable latitude in trim-
ming the boat to suit the different conditions of loading.

The cargo-pumping arrangement, due to the many different
grades of oil likely to be carried in the numerous compart-
ments, is of necessity somewhat elaborate. Considerable at-
tention has been given to this feature, in connection with
the excellent loading facilities provided at the company’s new
docks at Port Arthur, resulting in a simple and efficient ar-
rangement of pumps and piping. In all there will be seven
pumps of the Warren Steam Pump Company make. Six of these
aré 10 inches by 8% inches by 12 inches duplex, and the other
Each pump is

accommodations are

12 inches by 10 inches by 12 inches duplex.
capable of discharging cargo at the same time, through an
independent line. In the pump room, which is at the after end
of the cargo tanks, there will also be installed an air compres-
sor, which can be used for testing lines, operating pneumatic
tools and various other purposes for which compressed air can
be utilized.
MACHINERY

Following the usual custom the propelling machinery is
placed aft. The main engine is of the vertical, inverted, triple-
expansion type, surface condensing, with three cranks at angles
of 120 degrees. The cylinders are 27 inches, 45 inches and 75
inches diameter, with a common stroke of 48 inches. The
high-pressure cylinder is forward and the low-pressure aft.
The high-pressure-and intermediate-pressure valves are of the

1@ Ko)

piston type and the low-pressure valve a balanced slide valve.
All of the valves are operated by the Stephenson link rever-
sible gear. The intermediate and low-pressure valves are to
be equipped with Lovekin assistant cylinders. The engines,
when working at their maximum power, will develop 2,700
indicated horsepower, which will give the vessel an average
sea speed of 11% knots.

The main condenser, which is independent of the main

Fesle. Dk. Str, 34”
a)

- Bridge 36 X36 xi
.38'to ae!

INTERNATIONAL MARINE ENGINEERING

Bridge Dk.Str, .45' x 40" ae & Poop Dk.Plitg .34”

Marcu, 1912

The main feed pump is a vertical, single, long-stroke pump
of the Weir type, 12 inches by 8% inches by 16 inches. An
auxiliary feed pump of the same size will also be fitted. There
is one donkey pump of the horizontal duplex piston type,
12 inches by 10 inches by 12 inches. Also two pumps, one for
water service and sanitary purposes and the other for fresk
water of the horizontal duplex piston type, 5 inches by 434
inches by 6 inches, The circulating pump is of the centrifugal

Poop & Eesle, 3i6''x 316" 3,

Se ee a ee ee

[Fe Poop « «&
t)
a
“al , = & Poop Long's ‘Bridge Trans, Beam 10'x 38"

Side Pltg 40" aie J ThA Face Angle Bix 3k iu Single Same Scantling will ‘ .
8 ‘i Be ae six %'B, vie gg” iis to Deck 3: 3" x 34! Double Apply to Poop Dk — a Ro Sua lars
ridge Side ransverse 15 x, 8 oO. song? s 3 'x 3°x 34! Single 7
I<
va.ce, ae 3x ae! Hatch Angle 6x af 11’ 0'Half Width of Expansion Tue ‘
t Sake " 33¢'x 33¢/x 5! 40 CoE N ee -40
Spar Dk. Stringer 60; 62" 16} — SSS SSS SG — -
I[leor 4! iT, Amid, to l’at Ends Si lee ae er i = Ue
el ashi see E Bride Se ee LTC Be Be 9g" 3"Flange " | 325 44s 836 'x Dbl,
Spar Dk. Plat’g..42 over oil et i Bae 4x 33g x 3 “SOLBEy ae i
5x 5x efor 36'L. Amid. ‘\Tanks to 34" at Ends: oi! 3Ix3493 5 +10 x 3}q'x i! B.A. ey 6x3x 3'B.A.
0 D in. —
Spar Deck By4's 9x Hat Ends — 44 i = 5 \x 3x96 Sin? oe Dbl.
F/ eer 2 Seas es -88'for 34 'L. Amid, as trans: Beam ue a i y Ua Trans. Beam 18! .40! Hi
to .44! hips = ya's Sins =
be Brae rae postpees sen i sh aT FS peo E RSS. Bee o nie Se ory = Brea 4 No'Flange s | 7 Wesel,
Poop Bam a5 Ha e/ Long’Is 5x Bile 2M 7'x|3¥6" 9 xB. A. Plate .40" USC SE ENS
a Spar Dk. ong 5x5 x 0
te 3's CR we ble a Tx 334! x 3B, TA. *i6 " Plate te 40" eanee avon eS
Share re ~~}]] at Ends 6" 3x %'B.A. || _IClips to Long? ls 4'x 3x 3g" aie 3" 3 \|
18! x, 40'Transyerse Plating .40" heen Benge on Face 4" ix 316" 3¢’B.A.
Ro oi ,Sing. Face Angle 7 x) 334'x 36 B.A. 38
” ow x 3x % Clips to Long’Is. Camber of all Di aM,
H | 7x 33 SES B.A. 3} He eo Seaneer ony 75x42" | ©) 13 31'0 risa a4! 336! x 3% x7; Sin.
60 Thy Al, to fo) or mid. to .38'at Ends I Ne
36 for 3g L. Amid, to.44 Ends M.D. Plating .40'over Oil ‘fanks to |! _ZDonsist’s 3a! Ts 3)4!x 96'B.A.
5x 5x ¥/in w vay of Oil Tanks 34’at Ends OS Onmmnol = ies plese asin DOES ZO
a ‘ --- x 5x7, Sin. . =
to 344!'x 336"x "at Ends NCO) Os TRA) » sep O on TD. ‘Trans. Beam 20'x 40 2 O 38!/—8
i iy = Angle 8'x 4's Single! 7's 33g"% 36/0.L,
8'x 31g" 3¢/B.A. M.D. Long’ls 7x334x: SABA. 40" Gas Kon
For’d.of Oil space i ofall ; (@) Ap
6'x 3"x 3 xB, Te <8 6 Half Width-of Trunk x
rs , 8x 316" 36" B.A, sie Tx 3% x B.A.
2 O
A " u ow
3 8'x 336x4' B.A. c 8'x 344'x 36'B.A.
3 et oat
A O 40 w
i U7] Dy
3 Sx 34 xh"BA. = 8x 34)x 36. B.A.
Side Plating . 58. for 44'L, Amid. Side Tr: ansverses 5 x46" Center Transyerse 27'x .40" Niwas 40"
to .44"at. Ends Spaced 8/4" apart Face Angle 5'x 4"x ¥4’/Single || ©
af! 46 Face Angle 5"x 4’x 1g'Sing'le Clips te, nels 6'x 314" 2 i 407 0 a"
8& 314’x46' B.A, = =34 > _ Clips to Shell 33¢'x 344’ 2’ Dbl. & AN Bx 7 i; ‘ fi Seas 8X 6" FBLA.
* Clips to Long’ls (ie Bud! Clips to C: iL. Bnd5 x5 XG me
O zB Yel & 4'x 3'x Ui Single Single oO
BS
10's 3%" KIB.A, ley ee 8x 334'x }4'B.A.
=H = 42
4
re O} | Clip to Tran. Ox teg!
. a We a
To 346'x "B.A. fe SR Tig
46" re aN 10x 3%4'x 2B, A.
CE Dbl. Face Angl = a *
10'x 346 X45 B.A, Blk 4” Me age - Strap 8"x .46/ 2t'Long EO an
: Z BA Aix t'e8
34" 31g’= Ia = a r
| |B Bottom =
ee ’e'l Girder” S40 EL Transverse ue 46" LZ Sy Sap it ble
Wh Ty 0 =.
ee OF O Of I Oss ass Bl
fo 1 Ti a!sins 1 rn ac)
A eee baseline) te " EE a = =
~ Dbl. 344" oy xis 346'x 314" 2"Inbe'l #9 #20 sae eG xy for i'l. Amid.

MIDSHIP

engine, is of the cylindrical type, containing 4,800 square feet
of cooling surface, designed to maintain a vacuum of 26%
inches, with circulating water at 86 degrees Fahrenheit.

The reversing gear is of the ram type secured to the main
engine, and there is a steam-turning gear with a single cyl-
inder reversing engine operating a shaft and a worm en-
gaging a worm wheel on the main crank-shaft. The thrust
bearing is of the horseshoe type fitted with ten collars. One
main air pump, two bilge pumps and one sanitary pump are
driven direct from the low-pressure crosshead. These are
single-acting, arranged vertically.

Bottom Longitudinals ” ioe to” 20 Incl. 12x 336'x Bro“ Lanks
reduced to 12'x 344'x 34" For’d. of Tanks

Clips to Transverses 6'k 33g 3’in Tanks & 6x 334 x 96 For’d, to -66'at Ends,
Bottom & Bilge Plating. 60 “for 3¢'L. Amid., to .46 at Ends
Boss Plates. 68,'full Midship TRC on Flat of Bottom For’d.,

5x i ‘ot Ends
Keel 48x 92'for ig L. Amid.

Molded-Breadt!
SECTION

type, operated by a single vertical engine. An auxiliary con-
denser of 900 square feet cooling surface is furnished with
air and circulating pumps to provide for all the pumps and
auxiliaries. A Griscom-Spencer evaporator of 25 tons capac-
ity in twenty-four hours and a Griscom-Spencer feed water
heater of 225 square feet heating surface are installed.

In addition to the usual auxiliaries required in the engine
room, the vessel will be furnished with a two-ton ice ma-
chine, connected with ample cold-storage capacity, thereby
enabling the vessel always to be well supplied with an abun-
dance of fresh stores. There will also be fitted in the engine

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

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112 INTERNATIONAL MARINE ENGINEERING

room an up-to-date machine shop, supplied with an electrically
driven lathe, shaper and drill press and a complete outfit of
tools necessary for effecting such ordinary upkeep and repairs
as have to be dealt with.

Steam is furnished at a pressure of 190 pounds per square
inch by three single-ended Scotch boilers, which have an in-
side diameter of 14 feet 8 inches, and the length between
heads is 11 feet. Each boiler has three Morison corrugated
furnaces, 42 inches inside diameter. The tubes are of seam-
less cold drawn steel, 2% inches diameter. The boilers are
fitted so that either oil or coal can be used for fuel, but they
are primarily equipped for oil burning. Each boiler is equipped
with a water purifier, oil separator, heater and circulator lo-
cated in the top of the boilers and connected up to the main
and auxiliary feed lines provided with blow-off pipes. A
forced draft system of the hot-air type is installed, two blow-
ers being located in the engine room and direct-driven by
vertical engines. The blowers will be of size to maintain

tion, and that, with this valuable addition, the carrying ca-
pacity of the company’s fleet is increased by about forty mil-
lion gallons per annum, so providing equipment of the most
modern type to meet the requirements of a rapidly growing
business.

Tests of a Combination Reciprocating En-
gine and Curtis Turbine Unit

The Fore River Shipbuilding Company, of Quincy, Mass.,
has recently completed a series of tests of the machinery for
one shaft of one of the later United States destroyers. This
machinery was designed primarily to secure the maximum
economy at low speeds of the vessel while maintaining the
advantage of the turbine installation at the higher speeds,
and consists of a 63-inch, 18-stage Curtis marine turbine, to

65 VIEW OF COMBINATION MACHINERY IN FORE RIVER SHOPS, SHOWING THE TURBINE

an air pressure in the ash pit equal to a column of water 2
inches in height.

The oil fuel system is designed so that a mechanical atom-
izing system can be used. Each furnace will be equipped with
one burner. Two duplex oil fuel pumps, 5%4 inches by 3%
inches by 5 inches, are connected to steam and exhaust lines
and two oil heaters are located in the boiler room. The pump
is arranged to draw from the oil fuel tank manifolds and dis-
charge through an equalizing tank and the oil heaters, or
direct, into a distributing system on the boiler fronts.

The electric plant consists of two 10 kilowatt General Elec-
tric marine direct connected sets for 110 volts, driven by
vertical engines located on the main deck in the engine space.

In conclusion, it might be said of this vessel that a large
cargo is being carried on limited proportions, without sac-
rificing either speed or durability, while every attention has
been given to economy in working and faci*ties for opera-

the forward end of which a compound reciprocating engine
is attached, by means of a clutch, which permits of this
engine being connected or disconnected at will.

As set up for test, the installation consists of the above
mentioned turbine and reciprocating engine, together with its.
condenser, circulating pump and air pump and one length
of line shafting carrying two torsion meters of different
makes for the measurement of the power. To the end of this
shaft is connected a Froude absorption dynamometer with
a brake arm carrying known weights so that the power ab-
sorbed can be accurately determined. This also serves as a
check on the torsion meters.

The steam for the test was furnished by two watertube
boilers which are a part of the regular equipment of the yard.
The steam for the auxiliaries was taken from the same line,
but they were allowed to exhaust into the open air, so that
only the steam used in the main engines went through the

Marcu, 1912

oad

Marcu, 1912 INTERNATIONAL MARINE ENGINEERING 113
UNITED STATES DESTROYER HENLEY. SHOP TEST OF STARBOARD UNIT. SUMMARY OF TESTS—DECEMBER 27-28, 1911.
| 2 PERcENT IMPROVEMENT OF |
MAIN STEAM STEAM AT | W.R. Ls. , AGING. An aril
TM RSMEN Ganon | PEARED! COMBINATION OVER UNE
TEST Duration Turbine |
No. of Test. | Exhaust. Corrected to
Lbs. 1X, 1, Wat} 13, T8112 | inl. >
Pressure | Degrees Lbs. Degrees | Absolute. Cor. | Same
Lbs. Super- /Absolute. | Super- Actual. | To 28.5” | Actual. 28.5” | Vacuum
| Absolute. heat. heat. | Vacuum. | Vacuum. jand Steam
| | Cond.
| | = = = = =
| hrs. min. | | | ;
4 261.8 | 32.5 146.7 16. 835 176.2 161 , Wad SOF tlle acest sete Ladera Turbine eth
} | ; <nots
5 1 18 262.3 0 | 147.3 10. .923 174.3 159.4 | 20.6 19.7 48.1 48.8 49 9 Combination
2 ent 259.0 49 230.8 16. 953 235. 302.5 28.2 DTP ole |em-veresorsrn, || earn stecob, | eeNerere Turbine
| | 13 knots
1 | 1 48 259.0. 0 216.5 5.4 .825 231. 347. ies ft eal 38.3 37.2 39.9 Combination
3 | Deke 256.5 62.5 | 220. 30. 1.01 290.4 622. 22.3 | AUS verre =| iacizroce, Meese ve Turbine 37:
| <nots
6 1 30) 260.1 59 253.5 46. 933 284. 608 16.5 16.0 26.0 24.7 24.8 Combination
|
u hoo BO 260.3 (ie 249.8 65.5 .928 284. 487 14.6 14.0 34.6 S402 eR cne Corn pound, Hl
| pecia

Test No. 6 had some live steam admitted to the turbine.

Test No. 7 had all steam passing through the reciprocating engine and is the true measure of the gain obtained at 16 knots.

VIEW OF COMBINATION MACHINERY IN FORE RIVER SHOPS, SHOWING RECIPROCATING ENGINE AND CLUTCH

condenser, from which it was taken by the air pump and
delivered alternately to two tanks placed on scales, by means
of which it was accurately weighed. The plant was equipped
with all the necessary instruments for determining the pres-
sure and quality of the steam admitted, the vacuum, revolu-
tions per minute and other data required.

A series of tests was made, first, to determine the steam
required per brake horsepower for the turbine alone when
run at the power and revolutions per minute necessary to
propel the ship at speeds of 10, 13 and 16 knots. Second, these
were duplicated in respect to power and revolutions per min-
ute, with the reciprocating engine in gear and exhausting
into the first stage of the turbine. The results obtained are
given in the accompanying table. These show a marked gain
in economy obtained by the use of a reciprocating engine in
combination with a turbine over the turbine alone, being 48.1
percent at the 10-knot condition, 38.3 percent at the 13-knot
and 34.6 percent at the 16-knot condition.

The Eighth Annual New York Motor Boat Show, which
was held at the Madison Square Garden Feb. 17th to the 24th,
gave some indications of the rapid strides which the motor
boat business has made in recent years. The numerous ex-
hibits of both boats and motors and accessories showed that
steady progress has been made in perfecting the various de-
tails which go to make up a successful boat of this type.
Speed, of course, has played an important part in certain types
of boats, and phenomenal results have been obtained with
small-sized hydroplanes. The general tendency in the cruising
type of boats has been towards more comfortable accommoda-
tions and greater conveniences for living on board than have
been available previously. No radical improvements have
been made in the development of engines, although the details
in general have been bettered, and the engines have become a
more reliable and useful machine for all classes of work.
The appearance of a Diesel engine exhibit in this year’s show
is a new departure which offers much promise for the future.

114

INTERNATIONAL MARINE ENGINEERING

Marcu, I9I2

New Orient Mail Steamer Orama For Australian Service

The new Orient liner Orama was built at Clydebank for the
Orient Steam Navigation Company’s new Australian service.
She is a triple-screw steamer with a combination of recipro-
cating engines and turbines, and she completes the list of six
vessels necessary to enable the Orient Company to carry out
the terms of their mail contract with the Australian Govern-
ment. This contract extends over twelve years and expires in
1920, and secures for the Orient Company an annual subsidy
of $830,000 (£170,000).

The leading particulars of the Orama are as follows:

ILemneqin Over all, oodoonsccuseedou0ce 569 feet.

Length between perpendiculars..... 550 feet.
iBreadthwextreme meee reece 64 feet.
Depthttousheltermd eckeaeeemeeeeeennr 46 feet.

IDS teesomaoiaaus do oe momten Givens 24 feet 6 inches.
IDIGMACHIAGM 4 c00d00dno0cd000d0000 15,750 tons.
Speedbateseacripesasscecceee 18 knots.
LELOVRAT DONE ao cccconoclcegoddonue0c 12,000
Grossstonnagceeeee eee rieeetio 13,000

The two sets of reciprocating engines are of the four-cylin-
der, triple-expansion, direct-acting inverted type, balanced on

required in the five earlier vessels, which had twin screws
only. The speed trials were performed on the Clyde, and
consisted of progressive runs on the measured mile, and con-
tinuous runs between the Cloch and Cumbrae Lights at 18%
knots, all of which proved highly satisfactory.

The Orama is built to the rules of Lloyd’s register for the
highest classification of that society. She is of the shelter
deck class and has four tiers of beams below the shelter deck.
There are ten watertight bulkheads sub-dividing the hull, and
a cellular double bottom extends from fore and aft peak bulk-
heads. The double bottom carries 1,000 tons of water ballast,
500 tons of fresh water for ship’s use, and 300 tons of fresh
water for boiler feed reserve. The hull plating is of a uni-
form thickness of 15/20 inch, this thickness having been spe-
cially considered in relation to the frame spacing, which is 30
inches. The after framing is out-bossed around the side
shafts, and the center shaft is carried in an ordinary stern
frame haying a small aperture. The rudder is of the straight
type, having a single plate, and the stock is 12% inches
diameter.

The Orama is one of the most up-to-date liners on the
Australian route. Her principal rooms are on the promenade

NEW ORIENT LINER ORAMA, 13,000 Tons, 14,000 HORSEPOWER

the Yarrow, Schlick-Tweedy system, and are arranged to take
steam at 215 pounds per square inch. The cylinders are 2714,
42, 47 and 47 inches diameter, with a stroke of 54 inches in all
cases. The valves admitting steam to the high-pressure and
intermediate cylinders are of the piston type, while those for
the low-pressure cylinders are of the flat type. The valve gear
is of the usual link motion arrangement,

The low-pressure turbine, which is of the Parsons design,
takes steam from the reciprocating engines. The rotor is built
up of steel forgings, and the blading is of Parsons laced type,
with brass distance pieces between the blades at their roots,
and the lacing soldered on the edges. The turbine casing is
of cast iron. The turbine is placed aft of the reciprocating
engines, and is 11 feet diameter, designed to transmit one-third
of the power.

The speed trials proved the arrangement of the machinery
to be very economical. It was found that when burning a
slightly less quantity of fuel per unit of grate surface, nine
single-ended boilers sufficed where ten of the same size were

deck. Forward is the first class lounge and music room, a
spacious apartment decorated in Louis XVI. style,.and aft are
the first class smoke room, which is in Dutch colonial style,
and the veranda café. The first cabin dining saloon is on the
upper deck, and has separate tables for small parties. This
room is decorated in Louis XVI. style, and the walls are in
white and grey. The second and third cabin public rooms are
correspondingly commodious and handsomely appointed
throughout. ‘There is accommodation for 293 first class pas-
sengers, 145 second class and 867 third class, all of it having’
been specially designed and fitted in order to meet the special
conditions of the Australian trade.

The cargo is carried in six holds, four forward and two aft.
A large portion of the forward holds is insulated for carrying
perishable cargo. The refrigerating machinery consists of two
of Haslam’s compound dry air machines of a capacity of 85,000
cubic feet, with a CO: machine of a refrigerative capacity of
T5 tons.

There is an auxiliary or alternative steering gear of the

Marcu, I912

electro-hydraulic type associated with the names of Dr. Hele-
Shaw and Mr. Martineau, which was described and illustrated
at the spring meetings of the Institute of Naval Architects
this year. The makers of both the ordinary steam gear and
that of the new type, the two, however, having a working
association, are Messrs. John Hastie & Company, Kilblain
Engine Works, Greenock, and from tests with the gears made
while the vessel was undergoing speed and other trials on the
Clyde, and while on her voyage to the Thames, it is under-
stood that the power required to steer her on a course was
found to be only a little over 2 horsepower. This, it can
readily be understood, represents an enormous saving in a
vessel of the size of the Orama. The absence of lost motion
between the steering wheel on the bridge and the rudder was
exceedingly marked, and it was found that a very much
smaller amount of motion of the steering wheel was required
to steer the vessel.

INTERNATIONAL MARINE ENGINEERING

115

for only twenty first class passengers—one-berth cabins of ex-
ceptional size, with toilet and bath for every two cabins—and
an extra feature is the servants’ rooms, arranged in connection
with the private cabins. There is a commodious lounge, a
handsome smoking room and a dining saloon in white “Louis-
seize” style, with a height of 12 feet to the ceiling. This
accommodation is arranged in the No. 1 “island,” and here are
also the rooms for the captain, the chart house and the navi-
gating bridge. The officers are berthed in the No. 2 “island”
around the engine room casing. Besides the usual mess-room
there is also arranged a roomy smoking saloon for the officers’
use. The crew is accommodated in the poop.

The accompanying sketch shows,a general view of the ship
and gives an idea of the small space occupied by the ma-
chinery. As a matter of fact the machine room and casing had
to be made bigger than strictly necessary in order to get the
usual reduction in the tonnage.

DANISH MOTOR SHIP SELANDIA, 6,800 TONS DEADWEIGHT CARRYING CAPACITY, 2,500 HORSEPOWER

The Diesel Motor Ship Selandia
BY AXEL HOLM

A prominent Danish trading firm—the East Asiatic Com-
pany, Ltd.—is at present building three sister ships, two in
Denmark and one in Scotland, for their Oriental service,
which are to be fitted with Diesel motors. The following
is a brief description of the first Danish-built ship, the
Selandia, now nearing completion in the yards of the firm of
Burmeister & Wain, shipbuilders and engineers, of Copen-
hagen. She was launched on Nov. 4, 1g11, and will be turned
over to the owners late in February. The Selandia is built
for the route between Scandinavia, Genoa, Italy, and Bangkok,
Siam. She is a twin-screw ship with a continuous main deck
of steel, a forecastle, two “islands” and a poop deck and with
three schooner-rigged masts. The main dimensions are:
Length between perpendiculars, 370 feet; breadth, molded, 53
feet, and a deadweight capacity of 6,800 tons on a mean draft
of 22 feet 6 inches. As there is only 13 feet over the bar at
the port of Bangkok, Siam, she will be able to carry only 2,700
tons to the harbor in her holds, the remainder being trans-
shipped into barges. The crude oil for the fuel is carried in
the cellular double bottom. °

The twin screws are driven each by an eight-cylinder, four-
cycle Diesel engine of 1,250 horsepower. The engines are of
the enclosed type, having both crosshead and piston rod. The
reversing is done by moving the reversing shaft on the en-
gines lengthwise by means of a single lever working on the
air-driven starting engine. This arrangement has been pat-
ented by the firm.

The auxiliary machinery consists of two Diesel motors of
200 effective horsepower each, direct coupled to dynamos for
supplying current to the air compressors, the deck machinery,
windlass and winches and for lighting the accommodation.
The mizzen mast is used for the motors’ exhaust, and the
main mast is arranged as a smokestack for the galley.

The accommodation is very ample and rather luxurious,
fitted up for the passengers and officers. There will be cabins

Performance of the U. S. Collier Neptune

In July last year the United States collier Neptune, after
having undergone her official speed trials, was temporarily
taken over by the Government, subject, however, to the sub-
sequent fulfillment of contract requirements.

Referring to an article which appeared in this journal of
October, Ig1I, it will be noticed that, according to contract, an
average speed of 14 knots must be maintained on a continuous
48-hour trial under full-load conditions inclusive of certain
other weights, and that the coal consumption for all purposes
must not exceed 1.8 pounds per indicated horsepower per hour,
figured on the power developed by the main engines. At the
trials referred to the average speed obtained was 12.926 knots,
the collective brake horsepower of turbines 5,409, or the
equivalent indicated horsepower 5,879, and the coal consump-
tion I.791 pounds per indicated horsepower per hour.

The unsatisfactory results were attributed mainly to very
inefficient screw propellers, and possibly to inadequacy of the
turbines. It will be recalled in this connection that the ship
in question is fitted with a mechanical reduction gear, as finally .
adopted by the Westinghouse Machine Company, operating in
conjunction with a new type of Westinghouse marine steam
turbine. As a preliminary step, with a view to remedying the
failure in fulfilling the requirements, it was decided to make
new screw propellers, which were laid down by the Bureau of
Steam Engineering, Navy Department, from a design directed
by Capt. C. W. Dyson, U. S. N. In the trials performed re-
cently with the new propellers the results obtained were most
satisfactory, both as to speed and coal consumption. The
principal differences between old and new propellers will be
found in the comparison appended below:

Old Propellers | New Propellers

ALY DCR sera er eels Built Up Solid
Number of blades......... 4 3
IDKEFENESUHEP cs odcccocacndcvve 14 ft. 6 ins. 14 ft. 8 ins.
Pitcher Cac eee rien 12 ft. 6 ins. 12 ft. Tin.
Projected blade area....... 61 sq. ft. 50.68 sq. ft.

116

(Weel ESM. coososooes
Speed
Revolutions per minute.
Coal consumption per I.

lal, 12, per inom, tite

los. GIN saboscocccc
Shaft-horsepower .......

Old Propellers
12.926 knots
110.5

New Propellers
14 knots
131.7

1.63 pounds

5,980

Maximum speed attained with new propellers was 14.24
knots, with a corresponding shaft horsepower of 6,310. The
propulsive efficiency figures out about 65.6 percent. The higher
number of revolutions per minute with the propellers aided
materially in enhancing the steam economy of the turbines,
and therefore a reduction ih coal per horsepower.

1.791 pounds
5,409

Steamship Cap Finisterre

We show herewith a view of the steamship Cap Finisterre,
the latest addition to the Hamburg South American Steam-
ship Company’s fleet. Built by Messrs. Blohm & Voss, Ham-
burg, she is of 16,500 gross tons, and is by far the largest
vessel engaged in the River Plate trade. She is 560 feet long
and 65 feet breadth, driven by two quadruple expansion en-
gines of 11,000 horsepower, which will give an average speed
of 17 knots. Her passenger accommodation can be compared
with any of the modern New York liners. The first class
staterooms, which are situated amidships and extend over six
decks, are particularly lofty and well ventilated. The dining

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

left on her maiden voyage from Hamburg to the River Plate
Noy. 20, 191t.
Progress in Freight Handling
In referring to the progress in freight handling the Engi-
neering Record comments on the handling of freight in the

terminal of the Missouri, Kansas & Texas system at St. Louis. |

It says:

“From time to time the mechanical handling of freight has
been strongly urged, but it was only recently, after Mr. H.
McL. Harding took up and pushed the telpherage system of
overhead conveyance, that mechanical handling of package
freight was really given careful study. Perhaps one reason
for the delay has been the rather unfortunate observation
frequently made, particularly in Europe, where mechanical
handling equipment is more extensively used than here, of the
tendency to shirk labor where a machine is at hand. Anybody
who has observed a couple of German crane hands, as husky
as wine vats though far less interesting, attach the hook of a
6-ton traveling crane to a 100-pound package, and thus move
it 20 feet, is not likely to be wildly enthusiastic over labor-
saving machinery of this sort. First impressions are pretty
strong, and so many transportation men have seen such ac-
currences in Europe and in England that a feeling of dis-
trust of machinery as an aid to economy has arisen.

“In any case of self-evident possibilities for reform it is
wise to get away from prejudice, and fortunately any freight
official can now take a stop watch and see for himself what
mechanical handling will do. At the time when Mr. Brandeis

HAMBURG SOUTH AMERICAN LINER CAP FINISTERRE

room calls for special comment, introducing an entirely new
feature in its construction; for while the saloon occupies the
full breadth of the vessel, it is carried upwards through two
decks, thus giving the passengers the impression that they are
dining in a lofty banqueting hall on shore, Furthermore, there
are a splendidly arranged smoking room, a drawing room, a
dining room for children and a winter garden. In addition
to this there is a large swimming bath, air and sun bath, gym-
nasium, hothouse, dark room for photographers, etc. Another
provision conducive to the comfort of passengers is the intro-
duction of anti-rolling tanks, which have been proved to prac-
tically eliminate rolling even in the most severe weather.
Besides the first class accommodation there is an excellent
second class, a second class A, and the steerage. The steamer

was telling the Inter-State Commerce Commission that rail-
way operators knew nothing about economical methods of
handling freight, the American railway world was watching
with deep interest the construction of the freight terminal of
the Missouri, Kansas & Texas system at St. Louis. Me-
chanical handling of the same sort had already been used
successfully at one of the wharves of the Baltimore & Ohio
Railroad, but there was not enough freight at that point to
give it a real trial, and so the St. Louis experiment was re-
garded with deep interest. The terminal was put in service on
June 1. The very first day the teamsters tried to block the
station by delivering about 25 percent more freight than usual.
It was all handled without a hitch. Since then the station has
been doing better than was expected so early in its service.

Marcu, 1912

INTERNATIONAL MARINE ENGINEERING

117

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Needless Faults in Engine Room Design

It is a pity that many engine designers have had little
or no sea experience, If they had sea experience they could
improve the layout of the engine room, simplify the general
arrangment, and make a more simple, efficient and satisfactory
pipe plan. The writer finds it of incalcuable value to take
a trip to sea once in a while to study conditions and note
changes and otherwise obtain useful information, and it would
pay any designer of both hull and engine to do likewise.

While making some tests on the steamer M , the writer
was impressed by the utter lack of appreciation of the re-
quirements of service conditions relating to water service.
This ship was designed and built by one of the most famous
yards in the country. The engine was a triple expansion and
there were two Scotch boilers. On the starboard side and
bolted to the aft bulkhead of the engine room was a manifold
containing eight valves. Connected to this manifold was the
water service connection. If by any chance whatsoever all
valves were closed, the engine water service was out of com-
mission.

One morning the writer was taking data on the 4 to 8 A. M.
watch, and had just gone around the engine feeling the bear-
ings and taking notes. After making the rounds, he by mere
chance felt the No. 6 bearing again and found it warming
up. In less time than it takes to tell it, the bearing became
very warm, and in removing the oiler on the top of the
bearing cap and reaching down the writer felt the shaft and
found it hot. The cock on the main service pipe was open
but there was no circulation of water. We were at the time
off Winter Quarter Shoal Lightship. The deck was notified
that we would be compelled to shut down for a few minutes,
due to hot bearings. The cap was eased off and the writer
jumped for the strainer box, which was about 4% inches
square, and was located next to the bulkhead on the port
side of the engine room, Upon opening this strainer a small
crab fish was taken from it, the strainer was cleaned and
replaced, and the bonnet put on. Heavy oil was used for
the rest of the run on bearing No. 6. After arriving in port
the cap was removed and it was found that the metal had
dragged. This, of course, meant scraping the bearing, and
as the pins and main bearings worked on thirty-six leads it
was some time before this bearing could be put to this lead.

Now the thing that presents itself is this: Why should
a water service be connected to a manifold where, by the
merest chance, all valves could be accidentally closed? Why
put in a small strainer? Is it not as well to put a separate
connection for water service with a large and ample strainer
in the line? It would cost more, but this ship was delayed two
hours and the work on the bearing meant that other work
was delayed. A water service should be a separate and dis-
tinct system and should receive very careful consideration, es-
pecially when it is in service all the time for bearings and
guides, as these were all water cooled. If this designer had
been to sea, and had realized the importance of the subject,
he would have planned a different arrangement. If a sea-
going engineer who had known his business had been in-
spector the chances are that it would have been different.

There is another thing which many engineers have to
contend with, and that is inaccessibility of auxiliaries. In
this ship the circulating pump and the engine were so close

Breakdowns at Sea and Repairs

to the bulkhead that one would have to run the risk of
loosing an arm in trying to feel certain parts, and hence it
was often taken for granted that it worked cool all over;
in any case it was squirt oil all around and trust to luck
that it found the hole. There was ample room to place
this very important auxiliary in an accessible place, and doing
so would have saved copper pipe, which in itself is an item.
The donkey pump was placed on the upper grating, of course,
on brackets or a foundation made up of plates and angles,
but placed so close to the engine-room casing that to pack
it without removing a panel of the casing was impossible.

Another very objectionable thing was the location of the
expansion joint on the main steam pipe. The aft end of the
boilers projected into the engine room, which is common
practice and sometimes necessary, but the expansion joint
was placed near the stop valve on one of the boilers, instead
of between the boilers, as it might have been placed, as there
was plenty of room between the pipe and the bulkhead or
screen to enable a man to pack it. As it was, it was a most
difficult job to pack, and in hot weather was a very unde-
sirable job. If the man who designed it was made to pack
this joint in southern latitudes, and in the month of July, as
the writer did, I can assure him he would certainly have
changed it.

Now why do these things occur? Simply because either
the designers have never had sea experience or they do not
stop to think, A general arrangement is only a general
arrangement when it is good, and it is only good when it
considers ways and means of simplifying the handling and
maintenance of machinery at sea. Auxiliaries must receive
a lot of attention and they will receive it only when they
are accessible. They can usually be located properly during
the design and building, although the average designer has an
aversion to the practical engineer, but I have found that
the very best results have been obtained when he has been
consulted. The practical engineer may not be able to com-
pute the design or delineate it, but he can give his ideas,
which, from practical experience, are worthy of great con-
sideration, and the writer has found that the criticism of his
designs by practical engineers, as well as his own experience
at sea, has simplified and improved design with a correspond-
ing increase of efficiency and satisfaction. And I further say
that there are ships to-day which can be made very efficient
by changes which would pay for themselves in a very short
time, and if the present engineer is not capable of handling
it satisfactorily there are plenty who are and not only anxious
to improve conditions for themselves but to show the owner
returns. Cuartes S. Lincu.

Some Notes on the Breaking of Shafting

The following notes are an attempt to offer a reasonable
explanation of the breaking of tail shafts and propeller shafts
which occurs so frequently and for which it is sometimes
difficult to put forward reasons. It is not the intention of
the writer to convey the idea that the suggestions given solve
the problem, but rather that marine engineers and those in-
terested in marine engines may be assisted in forming con-
clusions upon which they may base their remedy.

A curious property of broken shafts is that they are often

118

highly magnetic, and if the reader, at the first opportunity,
tests a broken shaft with a compass needle he will be able
to verify the statement. It is not, however, remarkable that
a mass of steel should have an effect on a magnetic needle,
but it is found that the broken faces of the shafting show like
polarity. If we take an ordinary bar magnet, say a mag-
netized knitting needle, for example, and break it into three
pieces, we will find that we have three magnets each with
a north and each with a south pole. But we never find, when
we have broken the magnet, that the two adjacent faces of
fracture have the same polarity. Thus, although the shaft is
magnetized, its magnetism, or, if we may say so, the disposition
of the molecules, differs from our usual experience of mag-
netized bodies. It has been stated that shafts have been
found in such a condition that they were magnetic enough
to support spanners, bolts, etc., and that if a handful of
rivets were thrown at the shaft many would stick to it.
Shafts as highly magnetized as this, however, do not appear
to be common, although in almost every case distinct polarity
can be detected.

A curious point in connection with this is that nearly 80
percent of the failures of shafting take place in the Atlantic
trade. The fact of the prevalence of heavy weather in this
trade, and that ships often run out light accounts for some of
this, but is it not possible, applying our theory, that as the
ship is running east or west, and therefore her shafting
cutting the earth’s lines of force just like the armature of a
dynamo, the effect the currents produced may show itself
in the molecular disturbance of the metal. Should this be
the case, an effectual remedy would be a coil of wire, not
necessarily a large one, through which a current was pass-
ing round the shaft. Such would have the effect of keeping
the polarity of the shaft constant. The only reason that the
writer offers for this peculiar relation between magnetized
metal and weakness is that the magnetism has an effect on the
molecular structure which may be something akin to fatigue.
It is not necessary that such magnetism as a shaft may
possess be acquired when in use. It is found that if a shaft
is forged lying in a north or south direction it has a strongly
marked polarity. Such may explain the magnetic condition
of steam hammer piston rods which so often break. In forg-
ing, shafts are often fractured through insufficient heating dur-
ing the process. When the outside of the shaft is hammered
and thus stretched the inner portion is stressed and some-
times this stress is sufficient to cause actual fracture. Un-
fortunately such fracture is invisible and the outside ap-
pearance of the shaft gives no indication of its presence.
This form of weakness in shafting is often brought about by
lengthening shafting. In these days, when so many ships are
built after the same model, it is the practice for ship engineers
to stock shafting and, in lengthening a portion which they
have in stock, insufficient heating during the process often
causes serious internal stresses.

In one case, some time ago now, it was found that a ship
was constantly breaking her propeller shaft and with a view
to strengthening the diameter was increased. Curious as it
may seem, this did not improve matters, but rather made them
worse. The reason was not evident, but yet was not com-
plicated when discovered. In this instance the ship was weak
and in a seaway was liable to bend. As the shaft had to
bend with the ship the larger it was made the more liable
it became to fracture, This is plain when we remember that
the strength of a shaft in torsion varies as the cube of the
diameter, while its longitudinal rigidity varies as the fourth
power of the diameter. Any increase, within practical limits,
will not prevent the ship from bending, and, since the shaft
must bend with her, the stress on it will be increased.

An interesting case is one where a dynamo used for ship
lighting broke the shaft with persistent regularity. The dy-

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

namo was placed athwartships and in bad weather the en-
gineers were accustomed to look to it for trouble. It was
suggested that the machine should be shifted so that its shaft
lay in a fore and aft direction, and on carrying out this
suggestion the trouble was removed. The explanation was
that the armature of the dynamo, running at high speed and
having considerable momentum, acted as a gyroscope. The
principle of the gyroscope is that a wheel, revolving at high
speed in a given plane, tends to remain in that plane and
resists any force which is applied to alter the plane of ro-
tation. This resistance takes the form of a force at right
angles to the applied force. In the above case the applied
force was the rolling of the ship and the reaction was sufficient
to break the shaft of the dynamo. By placing the axis of
rotation at right angles, as it were, to the direction of the ap-
plied force the effect was eliminated.

The foregoing notes may be sufficient to show that the
reasons for many bewildering troubles the marine engineer
is confronted with are hard to find, yet interesting when
found. Some of the theories given may be considered too
imaginative, but imagination is necessary in solving all prob-
lems. Above all, what is more necessary than imagination,
is reasoning, and marine engineers must learn to look farther
than common reasons for uncommon results. In this a small
amount of technical knowledge often counts for more than
years of experience, and, what is more, leads to an under-
standing of the principles, which underlies the cause and the
effect. J. R. THoMAs.

Newcastle-on-Tyne.

Milling the Links of a Stephenson Valye Gear

During the slack season, when orders were few and far
between and machinery depreciating, more rapidly, through
lack of employment, we determined to launch out in a new
field, in which there seemed to be an opening, to at least keep
our staff employed until trade brightened up.

Our factory was situated close to the shipping quarter, but
as business in our own line had hitherto been brisk little
attention was paid to that fairly remunerative line, ship re-
pairing, so, to hustle things up, we made bids for all sorts
of jobs in that direction, and one of the first to turn up
nearly floored us, as there was no machine tool in the factory
capable of taking the job, namely, “truing”’ up the links of a
Stephenson value gear with a radius of fourteen feet. How-
ever, aS our motto is, “Ever onward,” the bid was taken
and brains puzzled how to do it when our foreman hit upon
the idea that carried us through in good style.

Near one of the planers was the foundation of a drill
press, which had been moved to a more convenient position,
so this was utilized as a center on which to erect a table to
carry the hub and radial arms of our design to effect the
work on hand.

A piece of steel shafting was cast into a block of iron and
the whole thing squared up in the lathe. On the base of the
cast-iron block four bolt holes were cored to centers to cor-
respond with T slots in the table erected on the old site of
the drill press. The whole thing was then set up to the center
line of the planer, an old pillow block was found to fit the
steel pin, to which we built up two arms of channel iron
to a radius of fourteen feet, measured from the center of the
pin to the center line of the links.

The links were leveled up on two smooth blocks of cast
iron and squared to the surface of the planer table; then the
radial arms and center piece were squared to the links as
they lay on the planer. When all had been set up fair and
true the bolts were drawn up tight and the whole thing made
fast, so that it resembled the segment of a flywheel. A mill-
ing attachment was rigged up on the tool post of the planer

Marcu, I912

and set to take a 1/32-inch cut, which was all that was neces-
sary to true the face on that side.

To find feed motion a piece of a gear wheel was cut out
and pinned on to the radial arms. This was geared to a
lathe train of wheels to give a feed speed of about % inch per
revolution of the milling cutter, as we were anxious to avoid
chattering, which would probably have set up at a high speed,
owing to the long reach and the insecurity of the fixture.

The whole thing was run over and the cutter started with
the feed gear in motion. Everything worked smoothly, When
the top was finished a packing piece was added to the back
of the milling attachment to bring it out to the inner radius
and set to skin the metal, as it was not so far out as the outer
radius.

We had the satisfaction of turning out a good job, while the
arrangements ate up most of the profit. There was a margin
left which justified us in accepting the overhaul, as since
then we have had occasion to use the rig on similar jobs.

Dundee, N. B. C, 1B, IMG

Broken=Down Circulating Pump

On one steamer where I was engineer we had an inde-
pendent circulating pump for each engine, situated on each
side of the engine room, the port pump for the port engine
and the starboard one for the other side.

They were centrifugal pumps, and the vane shaft was in
line with, and connected to, the shaft of a single cylinder,
vertical, engine, twelve-inch stroke. It is necessary to tell
the foregoing as it is with the engine that the breakdown
occurred, and as the pump could be operated only by the engine
a breakdown one way or the other shut that unit off altogether.
To counterbalance this state of affairs there was a by-pass
valve on the discharge side of the harbor gynne, whereby
water could be pumped through the main condenser by this
small pump, instead of through the harbor condenser, on the
starboard side, and a discharge from a donkey pump on the
port side.

Everything had been going well on this trip until one morn-
ing, just before relief of the twelve-to-four watch, the star-
board engine slowed up, and a glance at the gages showed
the vacuum gage quickly approaching the zero mark.

Steam coming from the starboard side of the engine room
brought the senior engineer of the watch around to that point,
when he found the starboard pump stopped. The relief en-
gineers, coming on watch at this time, tried to get the engine
going, but with no success. The starboard engine had been
_ almost stopped by this time, word being sent up to the bridge
to that effect, and progress being made “on one leg.” The
broken pump was shut off, and the harbor pump, the con-
nections of which I described above, was started. Being a
much smaller circulating pump than the broken main unit, it
was able to hold anything like a vacuum only when the star-
board engine was going slowly, due to the impossibility for it
to condense such a large volume of steam, passed through
on full speed.

A hurried feel around the pump and engine disclosed no
overheated bearings or parts, so we again tried to lever the
crank wheel over, but she would not “go over” the bottom
center, although there was no obstruction in the crank pit.
The engine would go round each way until it came to about
an eighth of the crank circle radius on the bottom, when noth-
ing would fetch it over, so it had to be opened up.

The cylinder cover was removed, as also was the piston,
when the neck bush was found in a dozen pieces. The piston
and crosshead had to be taken out through the bottom cover
as it was all one forged piece, and a search was made for
the spare neck bush, with no result, however, as the one which
had just given out had been renewed only a short time

INTERNATIONAL MARINE ENGINEERING

119

before, and a spare neck bush had not as yet been shipped
on board. The neck bush had a collar on the stuffing-box end,
and this collar must have been broken off or the bush could
never have found its way into the cylinder. I take it that
the gland may have been allowed to remain unscrewed a
little and that the bush was a trifle slack in the bottom head
and the whole packing resting on the top of the gland allowed
a certain free up and down movement of the bush with the
present result: One turn of the engine would bring the
neck bush into the cylinder. as it was a split one on account of
the shape of the rod, and the two halves falling apart brought
the engine to a stop on its bottom center but with a disastrous
effect to the bush. There was no apparent effect on any other
part of the engine, and this was due to the fact that this
class of pump does not require a very great speed to lift the
circulating water in quantity. ;

A repair had to be made and soon; but as we did not
have a spare bush on board we fixed it up this way. Two
washers were made out of %-inch iron, the diameter a little
more than the stuffing-box, and a hole the diameter of the
piston rod. When these were fashioned we cut them across
the centers, splitting them. We now filed them to fit the
rod and stuffing-box and put the first on in the box just a
nice snug fit with the split fore and aft. The next washer
was put in, split on the square of the other, athwartship.
This made a good solid bottom for the packing, which con-
sisted of a hard bottom turn and a filling of the usual kind.
The longest job was taking the engine apart and making these
washers. It did not take long to reassemble the parts to-
gether again, and I think you can guess the job was a
good one and the only kick I had was because the circulating
pump should have given out when we were on the hottest
period of our journey in July. lel, Wo let

International Safety Congress

The new American idea of the Safety Engineer, an ac-
cident prevention specialist, will be brought to the notice of
world industrialists at an International Safety Congress to be
held in Milan, Italy, for five days, beginning May 27, 1912.
This Congress, the first of its kind of international scope
ever held, will be for the purpose of setting in motion a
world-wide movement for the conservation of human life in
industry. The American Museum of Safety, 29 West Thirty-
ninth street, New York, is making preparations so that the
United States will be well represented. An American National
Committee has been selected by the American Museum to
co-operate with the International body and to promote the
American ideas and views at the Congress. Dr. W. H. Tol-
man, director of the American Museum of Safety, and other
members of the committee will attend the Congress.

The following are some of the papers which will be read
af. the Milan Congress:

“The Safety Engineer on a Large Transportation System,”
by Dr. W. H. Tolman, chairman, American National Com-
mittee.

“How the New York Edison Safeguards the Lives and
Limbs of Its Employees,’ by Arthur Williams.

“The Work of the Safety Committee of the United States
Steel Corporation.”

“Safeguarding the Traveling Public and Protecting the
Employees of the Electric Street Railway Association.”

“Proper Illumination and Accident Prevention,’ by J. V.
Lansingh, president of the Illuminating Engineering Society.

The Bureau of Navigation reports 68 vessels of 2,388 gross
tons were built in the United States and officially numbered
during the month of January. This included only one steel
steamer, the gross tonnage of which was 125.

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

Review of Important Marine Articles in the Engineering Press

The German Submarine U 8.—According to Jane’s “Fight-
ing Ships” the U class of submarines for the German navy are
divided into three classes—U 1 by itself, U 2, 3 and 4 and
U 5 to U 12, inclusive. U 1 is reported to have a displacement
of 180 tons and a four-cylinder petrol engine, which drives
on the surface at 12 knots and 9 knots submerged. The boat
is said to have a length of 128 feet and 9-foot beam. Of this
craft little more is known and of the others practically noth-
ing. It is apparent, however, that this boat has acquitted
herself well, for announcement has been made of special
honors given her commander and chief engineer by the Em-
peror. With the article are four photographs of the vessel
carrying out evolutions at the surface. 360 words.—The
Engineer, December I.

The French Destroyer Boucher.—Principal dimensions:
Length over all, 233 feet 4 inches; length between perpen-
diculars, 230 feet 4 inches; extreme breadth, 24 feet 10 inches;
depth, 16 feet 5 inches; mean draft, 12 feet 6 inches; displace-
ment on trial, 660 tons. The hull is of high tensile steel,
divided into ten watertight compartments. The freeboard
forward is high, giving navigating officer good protection and
enabling speed to be maintained in a rough sea. There are
four Normand watertube boilers, burning oil. Working pres-
sure is 228 pounds per square inch. Main engines are turbines,
of the Parsons type, driving three shafts. Propellers are 5
feet 3 inches diameter, 4 feet 11 inches pitch, designed for 1,000
revolutions at full speed. The mean speed for six hours was
35.3 knots. Shaft horsepower for this trial 15,000. Bunker
capacity is provided to give steaming radius at 14 knots of
1,950 miles. 1,100 words and photograph.—The Engineer,
December 15.

Suction Dredge New Orleans—There is being built for the
Engineer Corps of the War Department by the Fore River
Shipbuilding Company, at Quincy, Mass., a twin-screw suction
dredge of the Fruhling type for service in the southwest pass
of the Mississippi River. The head of the dredge is a large,
enclosed rake, about 18 feet wide by 5 feet fore and aft, with
sharp-cutting teeth, through which is injected water under
high-pressure, thereby helping to disintegrate the soils and
make it of suitable consistency to be readily sucked through
the duplicate suction pipes. There are ten hoppers, with a
combined capacity of 3,027 cubic yards, or 3,000 tons, which can
be filled under favorable conditions in thirty minutes. The
machinery consists of four sets of triple-expansion engines,
arranged in pairs, tandem, and built on common bed-plates.
The two after sets are commonly used for propulsion and the
two forward sets for pumping, although the four sets may be
coupled together for use in propulsion. Steam is generated by
Babcock & Wilcox boilers. Material may be dumped through
bottoms of hoppers or pumped overboard through a swivel
discharging pipe for reclamation work, or into scows or other
hoppers alongside. Principal dimensions are: Length over
all, 315 feet; length between perpendiculars, 300 feet; breadth,
molded, 50 feet; depth, molded, 26 feet; dredging depth, 21 to
50 feet; draft, loaded, 20 feet; speed, loaded, 10 knots. 950
words and photographs.—Marine Review, December.

The Austrian Battleship Zrinyi—The greater part of this
article deals with the present status of Austria as a sea power
and how this country is coming to the notice of the nations.
The battleship Zrinyi is one of the three latest to be built,
the others of the class being named Erzherzog Franz Ferdi-
nand and Radetzky. These vessels have unusually large arma-
ments for their displacements, due to the milder weather con-
ditions of the Mediterranean and Adriatic seas as compared

with the rigors of the Atlantic, which must be taken into con-
sideration by the designers of the first powers. Thus battle-
ships in this rating belonging to the other navies have a knot
or more speed and greater coal-carrying capacity. The prin-
cipal dimensions for this ship are: Length, waterline, 448
feet; length over all, 456 feet; beam, 82 feet; mean draft, 2614
feet; displacement, 14,268 tons. The machinery consists of
two sets of triple-expansion engines, designed for 20,000 horse-
power and speed of 20 knots. Actual trial developed 20,600
horsepower and a speed of 20.76 knots. All three ships were
built and engined by the Stabilimento Tecnico, Trieste, and
completed between 1910 and IgII. 1,300 words with photo-
graph, diagram and table of comparison—The Marine Engi-
neer and Naval Architect, December.

The Danish Torpedo Boat Soridderen.One of the latest
additions to the Royal Danish navy and designed especially
for the shallow waters near that coast line. The vessel was
built by Messrs. Yarrow & Company, and has the following
principal characteristics: Length, 181 feet 9 inches; beam,
18 feet; two Yarrow watertube boilers built for a working
pressure of 265 pounds per square inch, working Brown-
Curtis turbines on two shafts. Each turbine casing has an
astern turbine, thus facilitating maneuvering. In the official
trials, in rough water, a mean speed of 28.28 knots was ob-
tained with 5,300 shaft horsepower at I,050 revolutions per
minute. The consumption trial showed the vessel to have a
radius of action of 1,400 miles at 14 knots speed. The article
is accompanied by two page plates, showing general arrange-
ments. &50 words.—Engineering, January 26.

The Armament and Protection of Battleships—By the Hon,
Salvatore Orlando, President, Italian Institute of Naval Archi-
tects. The author first outlines a number of advantages to be
considered due to tactical reasons. Then follows the descrip-
tion of a design of a vessel which carries out these and other
desirable principles. A point considered was advantageous arc
of fire and best placing of batteries to secure it. Secondly,
and at greater length, he considers. the defense of the ship
below the water-line. Recent experience has shown that
under-water explosions are more dangerous horizontally and
downward than upward, and that excessive forces diminish
rapidly with distance from their center of action. It is urged
that protection against such attack be placed as near amidships
as may be, the side of the ship having little real armor. This,

with the reducing in size of all watertight compartments, is-

considered the most effective means of safety in time of dis-
aster. Triple bottoms are not considered desirable enough to
warrant the increased height of the ship produced. The ves-
sel’s stability under damaged conditions is shown by drawings
and by results of stability calculations. The principal dimen-
sions of the ship designed as an example are: Length be-
tween perpendiculars, 512 feet; extreme beam, 91 feet; draft,
26 feet; metacentric height, 23 feet; speed, 24.3 knots; main
battery, eight 13.5-inch guns. Propelling machinery consists
of turbines on three shafts. Boilers are in three groups, each
with its own funnel. Bunker capacity is 2,000 tons of coal with
tanks for 600 tons of fuel oil in the double bottom. Illustrated
with drawings. 2,600 words.—Engineering, January 12.

Depth of Water on Measured Mile—A valuable con-
tribution on the subject, containing practical rules whereby
navigators may know when their ships are in waters of un-
economical depths. Contains a synopsis of several previous
articles giving results of trials of ships on different measured
miles with widely varying results. Well-known examples are
those of the United States battleship Michigan and the tor-

MarcH, 1912

pedo boat destroyers Flusser and Reid on the Delaware
Breakwater, Provincetown and Rockland courses, trials of the
British torpedo boat destroyers of the river class, and later
of the Tribal class on different courses near the English
coast. Additional information is furnished by extracts from a
paper by Prof. H. C. Sadler on “The Resistance of Some
Merchant Ship Types in Shallow Water,” read before the
Society of Naval Architects and Marine Engineers last No-
vember. The article contains plots of horsepower to base
speed of ships similarly loaded on different courses and for-
mule for computing favorable depths of water. 3,000 words.—
The Engineer, January 206.

The Hydraulic Interaction Between Passing Vessels, Called
Suction.—By Sidney A. Reeve, M. E. An investigation from
the viewpoint of a consulting engineer of the court records
available of collisions of vessels due to suction. Some of
the later instances are familiar to those who have followed
marine history for some years. The causes of these phe-
nomena are then explained by reference to certain well-known
principles of hydraulics, a simple illustration of which is
found in the Venturi meter. From these theories, the author
takes facts gathered from a recent example of the action of
suction between vessels (and plots wave diagrams). From
these he shows analytically why the vessels in question collided
and why these two examples were especially susceptible to
danger. These results are then compared with those of Naval
Constructor D. W. Taylor, whose experiments were con-
ducted in the government tank and whose results were pre-
sented to the Society of Naval Architects and Marine En-
gineers in 1909. The work agrees in substance with the the-
ories outlined by the author. No results are given to show
how near passing vessels may approach each other without
danger. 9,500 words with diagrams.—U. S. Naval Institute,
December.

Development of the Marine Boiler in the Last Quarter Cen-
tury—By George W. Melville, Rear Admiral, U. S. N.,
Retired. A careful review of the author’s efforts toward the
adoption of watertube boilers in the United States navy. At
the time the author began his work as engineer-in-chief the
watertube boiler was not used in the navy. Its adoption in a
few instances in very small vessels was not considered con-
clusive proof of its desirability for large ships. With much
effort a trial was arranged, and watertube boilers were in-
stalled in the Monterey and Cushing. Since that time its use
has grown rapidly until now practically all naval vessels are so
equipped. The author names the following characteristics of
any thoroughly satisfactory watertube boiler: Reasonable
lightness, with scantlings sufficient to promise reasonable
longevity ; an adequate amount of water, so that failure of the
feed supply or any inattention thereto would not immediately
cause trouble; accessibility for cleaning and repairs on both
water and fire sides; straight tubes, with no screwed joints;
no cast metal, either iron or steel, subjected to pressure; ability
to raise steam quickly; high economy of evaporation; economy
of space; interchangeability of parts, and, as far as possible,
the use of regular commercial sizes for facility of repairs; the
ability to stand severe forcing without injury; the ability to
stand abuse, of rugged construction, and not so delicate as
to require skilled mechanics to run it; safety against ex-
plosion, meaning that only the part of the boiler which gave
way would be damaged. Several types have been found that
satisfactorily fill these conditions, with the result that naval
boiler plants are high in efficiency and capacity. The author
expresses surprise that the watertube boiler is not much more
used in merchant practice, where so large an item in weight
might be saved. The article is accompanied by tables of tests
on both watertube and cylindrical boilers, giving much valu-
able data for design and operation. 5,700 words.—The Engi-
neering Magazine, January.

INTERNATIONAL MARINE ENGINEERING

use,

I21I

Some Impressions of Continental Marine Diesel Engine
Practice, No. 4—It may be hard to become enthusiastic about
the status of oil engines for marine purposes in a country
where little has actually been done, but when visiting in the
shops in countries where literally dozens of engines of this
type are being built and installed in various craft, from sub-
marines to cruisers, it is more easily realized that the internal-
combustion engine for use of heavy oils is beginning to come
into its own, and that soon. The author of this article shows
what is being done in two shops on the Continent, and makes
general comparisons with work in others. He describes in
some detail the Sabathé motor, which recently passed through
the Admiralty tests of ten hours’ duration with the remark-
able fuel consumption of 0.38 pound per horsepower-hour.
He also takes up the work of Scheider & Company, of Le
Creusot, and describes an 8-cylinder, 4-cycle engine for sub-
marines, which turns at 400 revolutions per minute and weighs
about 67 pounds per horsepower. He sums up the situation
for European builders by giving the following achievements:
6,coo horsepower on one shaft, 2,000 horsepower in one
cylinder, 1,250 horsepower already running, and 1,000-horse-
power engines almost a common thing. 3,600 words.—The
Engineer, December 29.

Propeller Erosion—An account of the metallurgical diffi-
culties experienced in service with high-speed turbine pro-
pellers. Formerly some similar actions were reported on
wheels driven by reciprocating engines, but these were over-
come by substituting bronze for steel. In this article a de-
tailed account is given of the finding of a new metal which
is not affected by the serious conditions at present encountered.
The work was undertaken by Dr. O. Silbarrad, of the Sil-
barrad Research Laboratories, Buckhurst Hill, Essex, who
had already carried out some similar work for the Admiralty.
Although at first the research was not encouraging, an alloy
was found after an enormous number of specimens had been
tested which has proved satisfactory. The name Turbadium
has been given this, and it has been used on the Mauretama
for six months’ continuous service without showing signs of
erosion. It is stated that orders have been filled for large
propellers for foreign navies as well as for the British Ad-
miralty. The article is well illustrated by photographs of pro-
pellers showing erosion. 2,500 words.—Engineering, Janu-
ary 12.

The Internal-Combustion Engine at Sea—An editorial dis-
cussion of the gas and oil-engine in large sizes for marine
purposes and ways of making them more practicable for such
“We are, no doubt, still far from the realization of the
long-standing prophecy that the steam engine is to be ulti-
mately relegated to the museum of mechanical curiosities;
but so far as high-speed launches are concerned the victory of
the internal-combustion engine is hardly disputable, and de-
bate now centers on its suitability for larger craft. With
existing types of motor, however, it seems hardly probable
that much success will attend the system where really large
powers are required on a moderate displacement.” Following
this is a comparison of weights of machinery installations for
both systems, in which the internal-combustion engine com-
pares very favorably with the average large-size commercial
steam marine plant, but quite the reverse when compared with
high-powered, high-speed craft, as in torpedo boat destroyers.
Under the subject of fuel, the oil engine is given the prefer-
ence. It is suggested that this solution might not long hold if
oil fuel became in general demand. The attendant rise in
prices might overcome whatever advantage now lies in its
cheapness. At present the mechanical features of the internal-
combustion engine are against it. “Hitherto the problem has
been attacked mainly by ‘erudition’ rather than by ‘invention.’
The Diesel engine and the large gas-engine are essentially the
productions of men who have been taught to apply theoretical

122

principles to the ordered development and improvement of
previously existing types of prime mover. It is, however, most
probable that the ultimate solution of the marine gas-engine
will be found in some entirely different direction of develop-
ment, since it is difficult to see any possibility of substantial
further improvements along the paths hitherto chosen, the
possibilities of which have been pretty exhaustively exploited.”
2,000 words.—Engineering, January 12.

The Diesel Marine Engine-—By Herr Th. Saiuberlich. The
last of a serial on this subject. The first part of this instal-
ment speaks of the cast parts from the founders’ point of
view, and describes mechanical features of the motor. To-
wards the end practical comparisons are made between per-
formances of the Diesel motors and steam plants, especially
in the cases of the North Sea fishing boats, where many of
these engines are used with economic results. It is claimed
that their introduction will mean much toward the up-building
of the German herring fisheries. An example of increased
economy by the adoption of this engine was in a fishing boat
which can now carry 160 casks of herring more than before
and go 1% knots faster. Several illustrations of mechanical
details. 4,000 words—The Steamship, November.

The Carels Diesel Marine Engine—A brief description of a
recent two-cycle, four-cylinder engine built by this well-known
firm at Ghent. The engine is single-acting, and is capable of
burning the heaviest oils on an economical consumption. The
structure of the engine is similar to an ordinary marine steam
engine and calls for no comment. The cylinder heads contain
valves for fuel and air inlet and also scavenging valves, of
which there are four for each cover. Compressed air is sup-
plied by a three-stage compressor worked by the main shaft
forward. All essential control gearing is interlocked, making
them impossible to operate in any but the correct sequence
when stopping or reversing. 1,000 words, illustrated—Engi-
neering, January 19.

A Thirty-Day Non-Stop Run of a Marine Oil Engine.—The
principal objection to marine oil engines of any size has always
been non-reliability. It might be hard to prescribe a test that
would proye the presence of reliability of working in any
engine, but in any case such a run as was recently made in the
shop of Barclay, Curle & Company shows that the engine
under trial could run satisfactorily much longer than any sea
trip would require. Recently this company built a single-
cylinder model of an engine to be built for the Jwtlandia, and
tested it with a thirty-day non-stop run. The size of the
cylinder was 22 inches diameter and the stroke 29% inches.
The engines for the ship mentioned are to be eight-cylindered,
and are designed to give 1,250 horsepower. Careful records
during the test showed the consumption to be 0.45 pound per
brake horsepower, and the maximum horsepower 126 at 143
revolutions per minute. The cylinders and rings were in very
good condition after the run, and gave no indication of being
unable to continue the test. 2,500 words.—The Engineer,
January 26.

Cylinder Condensation.—An editorial discussion of a paper
on this subject by Prof. Mallanby, D.Sc., read before the In-
stitution of Engineers and Shipbuilders in Scotland on Nov.
21. The whole subject is one of primary importance to steam
engineers, and has to do with the discovery of the missing
quantity of steam in an engine cylinder. Three possibilities
are open: First, that Regnault’s steam tables are wrong;
second, steam may leak through the engine; third, condensa-
tion may be much higher than is generally supposed. This
latter possibility is the one favored by the editors, and their
contention is based upon the claim that condensation depends
upon temperature of the cylinder walls at the instant of ad-
mission, and not on average temperature of the metal of the

INTERNATIONAL MARINE ENGINEERING

With this data missing little definite can be known.

MarcH, 1912

cylinder for the whole cycle. The manner of heat transmis-
sion intermittently to and from walls is not known, neither
are the accurate temperatures of the surfaces involved—and
even less, the volumes and temperatures of clearance spaces.
2,400
words.—The Engineer, January 109.

Latest Development in Condensing Systems—By J. B.
Howell, U. S. N. A study of fundamental conditions met
with in condensing systems followed by examination of three
systems in present use to best meet requirements of present-
day usage. First, the Dual air-pump system, developed by
G. and J. Weir Company. This consists essentially of a
wet air pump working at a temperature due to the vacuum
in combination with a dry-air pump working at a much
lower temperature. The other two are developed by Mr. D. B.
Morison and are known as the Kinetic Rotary Air-Pump Sys-
tem and the Bi-Therm Air-Pump System. The former con-
sists of a steam jet, followed by a special system of water
jets to remove air and non-condensible gases, while the latter
is a compromise between the dual and the kinetic systems and
may be installed with present designs. In the article dia-
grams and drawings explain the action as well as the pur-
pose of each type, and although not lengthy is clear and a
suitable exposition of the subject. 4,700 words.—U. S. Naval
Institute, December.

The Evolution of Lead-Lined Piping on Shipboard.—By
R. D. Gatewood, U. S. N. First analyzes the results of
galvanic action of sea water in pipes and states known means
of preventing. Then gives the results of numerous tests by
the Bureau of Construction and Repair as to the best means
to adopt. Lead-lined piping has proved very satisfactory on
trial aboard several ships. The author then describes method
of making, and tests of the pipe made before using. It is
claimed that this piping weighs 5 percent less and costs 50 per-
cent less than the same installation of copper piping. Gives
a list of points well known from experience with this method
and cautions to be observed in its making. 7,000 words.—
U. S. Naval Institute, December.

Enginecring Works at the Rosyth Naval Dockyard—The
first instalment of a series of articles describing in detail the
construction of the new naval dockyard authorized by Parlia-
ment and begun in 1909. The situation is on the Firth of
Forth, and the land purchased for the site is 1,200 acres in
extent, The contractors for the work are Messrs. Easton
Gibb & Son., Ltd., and the progress they have made already
speaks well for the early completion of the work. After deal-
ing with the geological conditions of the work and showing its
general scheme, the author describes in detail the contractor’s
organization and provision for the workers. Other topics
covered are the temporary dams built, the concrete-mixing
plant and the building of the walls. The article is accom-
panied by numerous illustrations and drawings which show the
arrangement and progress of the work. 11,500 words.—Engi-
neering, January 10. ‘

Recent Progress in Warships and Machinery.—An editorial
review of the shipbuilding progress of Great Britain during
the year I9QII, especially in the particular of new warships
added to the navy. It is argued that the number and power
of warships launched in a year is a good index of the pro-
visions made to conserve sea supremacy of that nation. A
careful list is given of the ships and class, where built and
general characteristics as to power, speed, armament and
armor. A table is included showing results of all steam
trials made during the year in the navy. Mention is also made
of the warships built in England for foreign powers. 5,000
words.—Engineering, December 20.

Marcu, 1912

Published Monthly at

17 Battery Place
By MARINE ENGINEERING, INCORPORATED

New York

H. L. ALDRICH, President and Treasurer

Assoc. Member of Council, Soc. N. A. and M. E.
and at

Christopher St., Finsbury Square, London, E. C.
KE. J. P. BENN, Director and Publisher
Assoc. I. N. A.

HOWARD H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

INTERNATIONAL MARINE ENGINEERING

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,
Mass.

Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

This issue of INTERNATIONAL MARINE ENGINEER-
ING marks the fifteenth anniversary of its publication.
Originally the magazine was published in New York
under the name of MaArINE ENGINEERING, but for
the last six years an English edition has been pub-
lished in London coincident with the American edition,
and the name of the magazine has been changed to [N-
TERNATIONAL MARINE ENGINEERING. The policy of
the magazine, however, has remained unchanged, for
it has always been our purpose to place before our
readers in a clear and concise form all matters of im-
portance relating to the engineering problems of mari-
time commerce and shipbuilding irrespective of na-
tionality. It is with pleasure, therefore, that we take
this opportunity of expressing our thanks for the ex-
tensive patronage accorded to both our editorial and
advertising departments, which has made possible our
work in this direction,

.No period of fifteen years has been so productive of
far-reaching developments and progress in shipbuild-
ing and marine engineering as the fifteen years just
passed. At the beginning of this period one of the
greatest triumphs in engineering skill had been at-
tained in the creation of the express steamer, a type
of ship which was destined to decide the supremacy
of the seas, culminating in such splendid achievements

123

as the Lusitama and Mauretama. Greater ships have
been built, and are now under construction; but
whether the present limit of speed in passenger steam-
ers will be exceeded depends entirely upon future
commercial and contingent conditions. Such a step
is entirely feasible from the standpoint of the naval
architect and marine engineer, at whose disposal are
the steady and logical developments of engineering and
industrial arts; but the question of whether or not the
financial returns from the future progress of maritime
commerce will permit the enormous expenditures en-
tailed with the increase in speed can only be decided in
the course of time. The present tendency in the con-
struction of passenger ships is towards a greater num-
ber of large-sized vessels of moderate speed with large
cargo-carrying capacity. With this there is also a
tendency toward more general use of the intermediate
type of ships, which are in reality fast freight ships
with limited passenger accommodations. The ques-
tion of size depends upon the harbor facilities and
depth of approach channels, the deepening of which
beyond present limits seems at present to be too costly.
Another important item, which, so far, has received
scant attention, is the improvement of freight-handling
facilities at terminals to reduce the cost and expedite
marine transportation. With interest awakened in
this direction, the general conditions of over-sea trade
will be fundamentally improved.

The rapid progress in marine engineering during
recent vears has been influenced chiefly by the ques-
tions of speed and economy. In merchant ships of
moderate speed the long-established types of Scotch
boilers and reciprocating engines have maintained their
superiority, although they have been subjected to con-
tinual improvement in the perfection of details and
the elimination of imperfections. As a result, this
type of propelling machinery has reached a state of
perfection beyond which, with the present resources
of materials and methods of manufacturing, there does
not seem to be much opportunity for greater improve-
ment. On the other hand, the value of speed and the
necessity of obtaining as good, if not better, economy
with propelling machinery for high-speed vessels, such
as express steamers and naval vessels, where minimum
weights and other limiting conditions are imperative,
have opened up a wider field for development in ma-
rine engineering in the last fifteen years than ever be-
fore. Oil fuel, watertube boilers, turbine machinery
and the performance of high-speed propellers, to-
gether with the more recent developments of internal-
combustion engines, have afforded an immense field
for investigation and development by the highest en-
gineering skill, so that better economical results can
be obtained under the various conditions that must be
met. As the present period is largely one of transi-
tion and elimination, the present tendencies in marine
engineering do not warrant definite conclusions as to
immediate future developments, although the greatest
possibilities lie in the use of heavy oil internal com-
bustion engines.

124

INTERNATIONAL MARINE ENGINEERING

MAarcH, 1912

Improved Engineering Specialties for the Marine Field

A New Marine Watertube Boiler

The watertube marine boiler shown in the accompanying
illustrations, is an entire departure from the generally ac-
cepted type of marine boiler, as the numerous headers and
expanded nipple connections usually used are eliminated.
There are absolutely no joints or connections except the ends
of the generating tubes, which are expanded into the water
legs or flitches.

These boilers are built by the Charles Ward Engineering
Works, Charleston, W. Va., in two types and of varying sizes
to meet requirements. Fig. 1 shows a boiler which is par-
ticularly adapted for vessels of limited height between decks
and moderate forced draft. The steam and water drum is
located over the front flitch and at the lower end of the
tubes. Circulation is provided by large openings in the bottom
of the drum, registering with the rectangular passages in
the water legs, delivering an ample supply of water to the

FIG. 1

generating tubes. The return from the upper flitch to the
drum is through the top row of four-inch tubes.

The boiler shown in Fig. 2 has much larger passages for
the circulation, and is designed for forced or natural draft
and the greatest economy, having a superheater and a feed
water heater. In this boiler the drum is in the front on the
high side; the upper portion of the front flitch is enlarged
where it is riveted to the drum; this chamber is divided by
a diaphragm into two parts, one of them forming a passage
from the drum to the large down-flow tubes, the other re-
ceiving the ends of the generating tubes, thus completing the
circulation and delivering above the water line in the drum.

The water legs, or flitches, are constructed of steel plates,
34 inch in thickness, forming the tube and hand-hole sheets.
These sheets are spaced about 3% inches apart, stayed to
each other by improved and patented continuous stays, divid-
ing the water leg into a number of rectangular passages, as
shown in Figs. 3 and 4. T-shaped retaining grooves are
milled in the tube and hand-hole plates approximately 6 inches
from center to center. In these retaining grooves are fitted,
in sections, a continuous I-section stay plate connecting the
two sheets, thus torming the rectangular passages. This

construction is claimed to be much stronger than any other
method of supporting flat surfaces, as the connection is
practically a continuous line, and the load per inch of stay
is equal to the distance from center to center of the stays.
multiplied by the working pressure, or only 1,800 pounds per
lineal inch of stay. for 300 pounds of steam, compared with
10,800 pounds per stay for the usual method of staybolting
on 6-inch centers. Expansion and contraction is provided
for by the flexibility of the stay plates, and the movement
of the sectional stay in the retaining grooves. . The trouble-
some question of leaky and broken staybolts is entirely elim-
inated, as there are no screwed or riveted stays in the boiler
and no holes through the plates.

Each header, or flitch, in the moderate sizes, is constructed
of one plate, folded through the center (Fig. 2), the edges
channeled, flanged, or lapped and riveted, eliminating, as far
as possible, all riveted joints, except the connections to the

FIG. 2

steam drum, which are flanged and riveted. Hand-holes
covering a group of tubes, or individual plugs opposite each
tube, give access for cleaning and renewals.

The steam and water drum is of large proportions, giving
ample steam space and a steady water line. It is composed
of one sheet, the joint being a very heavy butt strap, which
insures the necessary strength where the drum connects with
the front flitch, as large passages for circulation are provided
at this point. The drum heads are bumped and fitted with
a manhole at each end. The butt joints and heads are double
riveted, all rivet holes drilled in place after the work is
fitted, insuring fair holes and tight work.

The generating tubes are 2 inches outside diameter of extra
heavy gage. The length is varied as required, depending on
conditions. The down-flow tubes are 4% inches outside di-
ameter and No. 6 B. W. G. All tubes are expanded into
the tube plates and the ends flared.

Feed water heaters and superheaters are furnished for either
design when desired. As shown in Fig. 2, the feed water
heater, located in the up-take, is of the long flow type, and
consists of three headers with U-shaped tubes, the open ends
expanded into the headers; the water entering the top header,

_- in

VSS3 G

MARCH, I912

travels through the tubes full width of the boiler four times,
and is finally conducted by the internal feed pipe to the bottom
of the drum, discharging through jets into the down-flow
passage of the front flitch, thus increasing the circulation.
The superheater is of the same general construction as the
feed water heater, with a shorter flow, and is placed over the
top of the down-flow tubes as shown in Fig. 2. Ample pro-

FIG. 3

vision for expansion, cleaning and renewals of the feed and
superheater tubes, insures the most efficient and satisfactory
results. By-pass valves are fitted on the heaters, permitting
either, or both, to be cut out in case of emergency.

The casing is sectional and lined with asbestos fire felt 2
inches thick: The furnace in Fig. 1 is entirely surrounded
by the large side tubes and the flitches. The furnace door
openings are circular and welded into the plates. Special fire

Fic. 4

brick, formed to fit around the outside of the side tubes,
form the sides of the casing and are held in place by the
sectional casing. In Fig. 2, the flitches do not extend below
the tubes, and the furnace walls are of regular fire brick.
The boiler is carried independently of the furnace walls,
which can be rebuilt without disturbing either boiler or casing.

A Fire Extinguishing Apparatus

The problem of extinguishing a fire on shipboard as well
as preventing one is a serious matter, because of the usual
inaccessibility of most fires which occur in the cargo. Fire
has smouldered for days and weeks in a ship’s hold, while
the crew have been unable to put it out. Especially so in
cargoes of hemp, jute, bituminous coal and like substances.
Steam may damage cargo and, under certain conditions, may
help combustion. The ideal form of extinguisher in an in-
closed space like the hold of a ship is a gas which displaces
the air by its own specific gravity, and is itself a non-
supporter of oxygen. This gas is found in sulphur dioxide,
made when needed from ordinary commercial sulphur. An
apparatus for generating sulphur dioxide has been placed on
the market by the Fumigating and Fire Extinguishing Com-
pany of America, 29 Broadway, New York.

This apparatus, which may be used both for fumigating
purposes and for extinguishing fires, consists essentially of a

INTERNATIONAL MARINE ENGINEERING

125

furnace, a blower and an engine. The whole apparatus may be
located in a deck house or in any convenient position, or
the blower and engine, with a tank for storing compressed
air, may be placed in the engine room under the immediate
care of the engineer.

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PLAN AND ELEVATION OF FIRE EXTINGUISHING APPARATUS

The furnace in which the sulphur dioxide gas is generated
is built on the principle of a marine boiler. As shown by
the drawings, the outside is a rectangular tank, within which
is a furnace. Sulphur is admitted into a melting pot in the
furnace through a charging hopper on top of the apparatus.
Two valves on each side of the hopper are used to regulate
the admission of the melted sulphur from the melting pot into

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FRONT END VIEW OF FIRE EXTINGUISHING APPARATUS

the furnace. Compressed air is carried to the furnace through
pipe A, which connects with two perforated pipes in the fur-
nace. The gas formed from the air and sulphur is conveyed
from the top of the furnace through pipe B, and then passes
back and forth through tubes C, which are surrounded by the
water circulating in the outer jacket around the tubes and
furnace. After the gas is cooled by passing through tubes C
it is discharged through the pipe D, and is carried through a
hose or pipe to its destination.

When starting the furnace, the door, E, at the end, is opened
and alcohol-soaked waste is placed in the furnace and ignited.
The door is then closed and remains closed throughout the
operation of the furnace. As soon as the door is closed the
compressed air is turned on, part of it being admitted to the
furnace through pipe A, and the rest being by-passed through

126 INTERNATIONAL MARINE ENGINEERING

pipe F to the gas discharge pipe at G, thus acting as an in-
jector and drawing the products of combustion from the fur-
nace, After about two minutes complete combustion is ob-
tained in the furnace, and then all of the compressed air is
pumped directly into the furnace through pipe A, so that
within five minutes after starting the furnace a gas containing
6 percent sulphur can be obtained.

Samples of the gas can be taken from the burett pipe, shown
in the drawing, so that the furnace can be regulated to give
the proper quality of gas desired.

From the above it will be seen that during the operation
of the furnace the gas is cooled to about the temperature
of the atmosphere, and leaves the furnace cool, dry and under
pressure. It is completely under control, so that it can be

Marcu, I912

vermin. It has been approved by the United States Steamboat
Inspection Service, Department of Commerce and Labor, and
installations are to be made on the five new large American-
Hawaiian steamships now under construction at the Mary-
land Steel Company, Sparrows Point, Md.

The Rumely Marine Oil Engine

The accompanying line drawing illustrates a 6-cylinder,
9 inch by 12 inch compressed air starting and reversing
Rumely marine oil engine, rated at 125 brake-horsepower, the
smallest of a line of large heavy-duty marine engines, built
principally for mercantile marine service and for large yachts.
The fuel used is preferably the ordinary grades of kerosene

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125-HORSEPOWER RUMLEY OIL ENGINE

made of a queen or density to suit a fire-extinguishing or a
fumigating case, as may be required. Furthermore, the pump-
ing apparatus is not brought in contact with the gas, since
the air is furnished under pressure before passing through
the furnace, Therefore there can be no deterioration of the
blower on account of contact with sulphur dioxide. Once
the apparatus is started, the sulphur is fed through the hopper,
so there is no opportunity for the escape of gas fumes. The
principal advantages of this machine are that it furnishes
almost immediately a positive fire extinguishing gas which will
penetrate every part of the hold without damage, as well as
furnishing means for freeing a ship of disease germs and

(paraffin) obtainable at practically all the ports of the world
at from three to seven cents (%4 to 3% pence) per gallon.
The lower grades of fuel oil, it is claimed, however, have
been used very successfully, involving no alteration in engine
or carbureters, and incurring no special difficulties. The
normal brake-horsepower rating of all the Rumely engines is
very conservative, the maximum brake-horsepower output at
rated revolutions per minute being in all cases at least 20
percent in excess of the normal brake-horsepower rating, thus
insuring utmost reliability of service.

The engines are designed and built for practically con-
tinuous operation at full load under the rigorous conditions

—"e

Marcu, 1912

of operation usually found in the mercantile marine field.
Correct valve timing, for both the ahead and reverse mo-
tions, is assured through the application of two independent
and complete sets of cams, all mounted on one cam-shaft,
either being shifted into action at will by moving the cam-
shaft endwise. Starting, either ahead or reverse, is positively
accomplished by admitting highly compressed air to each of
the six cylinders in proper rotation, on the explosion strokes
only, through mechanically operated valves. This allows each
cylinder to draw its proper charge of carburetted air through
its respective carbureter and to compress these charges, en-
tirely unaffectd by the action of the compressed air. The
compressed air having once set the engine in motion, either
ahead or reverse, continues to operate it until the charges
drawn in during the suction strokes have become properly
carburetted to ignite at the tripping of the spark. The engine
then immediately takes up its gas engine cycle automatically,
and uses no more compressed air thereafter, even though the
operator may still hold the starting valve open. When ma-
neuvering, the engine is claimed to be as positive in its
action as any steam engine.

Three carbureters are applied, one to each two cylinders,
and no pre-heated air or fuel charges, hot plates, bulbs or
tubes are resorted to, nor are any high-pressure fuel pumps or
compressed air applied to secure proper atomization of the oil

END VIEW OF RUMLEY OIL ENGINE

charges. The carbureters are designed to thoroughly atomize an
exactly proportioned fuel charge and a small quantity of water,
at each inspiration, directly into the engine cylinder, together
with a thoroughly intermixed air charge which is varied auto-
matically to suit each change of load or speed. The heat
of the interior of the engine cylinder, after the engine has
been initially started on gasoline (petrol), together with the
heat of compression, flashes the minutely divided particles of
fuel, each surrounded by air, into a perfectly homogeneous,
unstratified explosive mixture, a condition which insures thor-
ough and proper combustion of the fuel and the highest
mean effective pressure after explosion. During the beginning
(or high pressure and high temperature portion) of the
explosion stroke, the atomized water is disassociated into its
chemical components (oxygen and hydrogen), the heat ab-

INTERNATIONAL MARINE ENGINEERING

sorbed in the process effectively lowering the maximum tem-
perature at the beginning of the stroke, but this heat is re-
gained by the chemical recombination of the water com-
ponents during combustion, and thus increases the existing
cylinder pressures at a point in the crank travel where it can
act to greater efficiency in producing turning moment.

Indicator cards show comparatively low maximum explo-
sion pressures, a remarkably full expansion line due to the
recombination of the oxygen and hydrogen, which raises the
mean effective pressure to 95 pounds, and produces an engine
remarkably free from the shocks of explosion, and which is
therefore conducive to smooth running, The fuel consumption
is claimed to be .9 pint per brake-horsepower hour.

Combustion spaces, cylinders, pistons, valves and igniters,
it is claimed, are as free from carbon deposits as in the best
gasoline (petrol) engine practice, due to the thorough atomi-
zation of the oil charges at all loads, the absence of hot
plates, bulbs, tubes, etc., and their attendant oil splitting and
stratification of the charges, and to the scouring or scavenging
action of the oxygen component of the admitted water. No
splash lubrication is applied, all cylinders and bearings being
positively lubricated at all times in direct proportion to the
engine speed, by means of force-feed mechanical oilers, not
more than one bearing being oiled from one feed. Centrifugal
ring oilers are applied to all crank-pins.

The crank-shaft, which is of 40-point carbon steel, has
seven main bearings. The sub-base is of rigid I beam and
channel construction, of cast iron in one piece, and is de-
signed to allow of the removal of any one or more bearing
brasses, upper and lower, without disturbing the others. This
construction also admits of realining all bearings without
removing the crank-shaft, and permits the entire removal of
the crank-shaft itself from the engine, within the fore and aft
length of the engine, without dismantling the cylinders.
The intermediate base is of the open crankcase construction,
thus permitting instant inspection of the cranks and bearings
merely by pulling aside light sheet-iron covers or splash
doors, without the use of tools of any kind.

Cylinders and cylinder heads are cast separately, and any
cylinder head may be removed without taking down the
cam-shaft. No water is passed through the gaskets, it being
by-passed in outside water channels where a possible leak
can do no harm and can be fixed at the end of a run. Re-
moval of a cylinder head does not involve the resetting of
valves, igniters, etc., when replaced. All the valves are me-
chanically operated, and the cam-shaft drive is spiral. An
inlet suction muffler deadens the hissing of the intake, and is
arranged to draw all piston gas leakage from the base into
the cylinders and out the exhaust.

Two independent systems of ignition in each cylinder are
applied, one a substantial mechanical make-and-break system
operating on a low-tension Bosch magneto and a suitable
battery for starting, the other a Bosch magnetic make-and-
break system. These may be used either independently or in
synchronism with the aid of a tachometer.

The rotative speed of the engine, 350 revolutions per minute
normally, may be varied throughout a wide range by means
of the hand-controlled variable speed governor, which acts
on the carbureter throttles. Thus, in a heavy seaway, the
speed of the engine remains within a few percent of what-
ever the conditions may require. All control handles for
reversing, compressed air starting, both magnetos, batteries,
governor, etc., are grouped conveniently at the after end of
the engine and within a 14-inch circle, and no long reaching
nor heavy pulling is ever required of the operator.

A slip coupling is provided which may be quitkly loosened,
without allowing the engine and propeller shafts to get out
of alinement. This clutch permits easy resetting of the valves;
warming up of the engine or operating the engine for any
other reason when the craft is tied up to her moorings, or

128

used for auxiliary purposes on a sailing vessel. An air com-
presser for providing for starting, and other auxiliary pur-
poses is built on the forward end of the engine. This air
compresser is automatically cut out of action when the re-
quired pressure is reached, and put in again when the pres-
sure drops. A large double-acting phosphor bronze circulating
pump geared down to 70 revolutions per minute when the
engine is running at 350 revolutions per minute is also built
rigidly to the forward end of the engine.

These engines are manufactured by the M. Rumely Com-
pany, of La Porte, Indiana.

The Nicholson Ship Log and Automatic Speed Recorder

The ship log manufactured by the Nicholson Ship Log
Company, Cleveland, Ohio, has been described in previous
issues of INTERNATIONAL MARINE ENGINEERING. The advan-
tages of this instrument lie in the fact that it is located on the
bridge or in the chart house where the captain himself can see
it, where it not only gives him the distance run but enables
him to see at a glance just what effect head winds and rough
water have on his ship, while the record card automatically
logs graphically any change that may be made for any cause
whatever. The device operates by a pressure tube on the
bottom of the ship, and therefore requires no trailing line

> __$.M.S.BREMEN_ LGN. DAY 25™%267 MONTH Serrenaex 191) Ruspesoma ty % NemPont Meret Jn
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astern; and is just as accurate and reliable in the confined
waters of a river, bay or sound as it is in the open sea.

We are publishing herewith, by courtesy of Barrett & Law-
rence, Inc., Philadelphia, Pa., Eastern representatives of the
Nicholson Company, two record cards, which we regret we
had to reduce very greatly, but we believe the readers of
INTERNATIONAL MARINE ENGINEERING will find most interest-
ing; one was made by the German cruiser Bremen between
Philadelphia and Newport News, Va., and the other by the
U.S. S. Florida between Boston and Hampton Roads.

The first named ship is driven by reciprocating engines,
and it will be noted how steady her speed is, the only de-
partures being those deliberately made for discharging or
taking on pilots, quarantine, or slowing for passing vessels.

The Florida is a turbine-driven ship and the crew were
not only new to the ship (which was just out of a navy
yard) but were as yet unused to turbine engines, which they
failed to run at anything like steady speed. It is only fair,
however, to say that for the first eighteen hours shown by
this Florida card the weather was exceptionally heavy, as is
borne out by the fact that shortly after midnight she had to
be hove to for over an hour to better secure the ship forward.

On the earlier turbine ships in the navy, notably on the
Chester, where this instrument was first put on board, the
speed was very irregular, and the cards were used to steady
down the firing, with such success that within a few days

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

they succeeded in producing almost perfect regularity of
speed and have been doing so for the whole three and one-half
years that they have had the instrument, with a very marked
economy in fuel.

Steam Acetylene Generator
The latest device for the production of acetylene gas for
marine uses is an acetylene generator which utilizes steam.
The steam generator is cylindrical in form, an average size
being 10 inches in diameter by 42 inches long, and having a

carbide capacity of 25 pounds.

Steam of any pressure is
connected to this apparatus, and the gas is made as and

when required. In an ordinary water-to-carbide acetylene
generator, one drop of water is the smallest quantity which
can be fed at one time, but in this form this is attenuated
over 1,600 times; the consequence is that the moisture for the
dissolution of the carbide is admitted in an almost infini-
tesimal quantity, and as the steam is instantly converted into
gas its generation is practically uniform, regardless of the
volume being used. The quantity of steam necessary to
operate this generator is so slight as to be practically neg-
ligible, carbide as a rule being readily decomposed by the
moisture in the ordinary atmosphere.

The steam acetylene generator is made of a welded steel
cylinder, galvanized after made, and comprises two cham-
bers, one chamber for the carbide and one to wash and
purify the gas. The carbide chamber is divided, one section
for the carbide and one into which the residue drops as the
gas is made. The residue is not a wet, sluggy matter, as is
the case with water-to-carbide or carbide-to-water machines,
but is an absolutely dry powder from which all the gas has
been extracted. There is very little mechanism in connection
with this device, a metal diaphragm allowing the entrance
of the steam in such a manner that the internal pressure of
the gas controls its own manufacture, this pressure being
uniformly maintained at all times after the machine is set
in operation.

The steam generator is absolutely safe, as in case of fire
there is practically no gas stored within it, neither is there
sufficient internal pressure to take serious account of, the
average working pressure not exceeding one pound. In case
the pressure should rise to a higher point there is a simple
water-seal relief which will carry the gas off through a vent
pipe into the open air. The generator is also claimed to be
absolutely unaffected by heat, vibration or movements of
any kind.

Its immediate application to steamships is the lighting of
searchlights, signal lights and for interior illumination, and
it is obvious that it is particularly valuable for steam tugs.
and all steam craft, steam-hoisting derricks, shovels, dredges,
etc., where a large electric plant is not in use. Its cost of
operation is very low in comparison with the cost of other
lights. The manufacturers are The Alexander Milburn Com-
pany, Baltimore, Md.

Marcu, 1912

A New Development in Steam Turbines
A strikingly new type of combined impulse and reaction
turbine, christened the “Spiro,” has been put in the market by
the Buffalo Forge Company, Buffalo, N. Y. It is the inven-
tion of Mr. John H. Van Deventer, superintendent of this
company. The principle of its design and operation is seen
at a glance from the two runners with herring-bone teeth.

INTERNATIONAL MARINE ENGINEERING

129

gears transmitting equal loads at equal speeds, and as a result
the maximum tooth pressure per square inch is limited to 5
pounds, while ten times that amount would be conservative for
long-wearing power transmitting gears. It has also been dis-
covered that a film or cushion of steam is at all times main-
tained between the teeth of the rotors, which causes an elastic

contact sufficient to produce great smoothness of action.

25-INCH “‘CONOIDAL” FAN DRIVEN BY A 10-HORSEPOWER SPIRO TURBINE

The steam impinges in the central pocket formed by the
juncture of the teeth.

The construction of the turbine is extremely simple. It
consists essentially of five parts—the case, two heads with
bearings, and two rotors. These rotors consist simply of
helical gears, cut by special machinery, without any loose or
inserted blades. The steam action within the pockets formed
by these spiral gear teeth is theoretically perfect, making full
use of the impact of the fluid due to its velocity, and avoiding
the leakage usually found in turbines, which is the chief cause
of their lack of mechanical efficiency.

The “Spiro” is at present manufactured in sizes from 1 to
50 horsepower, non-condensing, and patterns are being rapidly
completed for an extension of sizes up to 300 horsepower.

There are but two points of wear in the “Spiro” turbine,
namely, the bearings, and the tooth contact. In the bearings

SPIRO RUNNERS

the lubricating system is so designed that each bearing acts as
an individual oil pump, circulating oil through the bearing
between shaft and bushing, with a positive pressure. This
forms a perfect oil film, and as long as there is any oil in the
reservoirs, or oil chambers which form part of each bearing,
this oil film is automafically maintained. Thus there is abso-
lutely no metal-to-metal contact in the bearings, all the con-
tact coming upon the oil film.

The tooth contact is said to be very satisfactory. The
helical gears are the most perfect known for high-speed ser-
vice, smoothly running and of strength far beyond the re-
quirements. The length of the spiral rotors in the “Spiro” is
much greater than would be necessary for the face of spiral

The economy of this type of turbine has been found from
tests to be as good as that for reciprocating engines of cor-
responding size, which, coupled with the fact that the power
is obtained from a machine occupying a small space and of
light weight, makes it of particular value for driving marine
auxiliaries.

Personal

Kriyestey Goutp Martin has become associated with Ray D.
Lillibridge, Inc., 192 Broadway, New York, as engineer and
writer. Mr. Martin has also been elected treasurer of this
corporation.

Pror. Harotp A, Everett, of the Massachusetts Institute of
Technology, Boston, Mass., has been appointed by the Eastern
Yacht Club Regatta Committee as official measurer for all the
yacht clubs in Boston Bay.

Apert H. Zrrcier, who for six years was chief draftsman
and designing engineer of the Standard Motor Construction
Company, Jersey City, N. J., is now designing and consulting
marine engineer for the M. Rumely Company, La Porte, Ind.,
a concern which is just beginning the manufacture of large
internal-combustion engines for mercantile marine service.
While with the Standard Motor Construction Company last
spring, Mr, Ziegler designed two 300-horsepower lightweight
racing engines for a 40-foot hydroplane now building at the
Electric Launch Works, Bayonne, N. J., as a defender for the
coming Harmsworth Trophy Race. These engines are now on
the test stand, and will probably figure prominently in the
forthcoming racing season.

Obituary

Walter A. Post, president of the Newport News Shipbuild-
ing & Dry Dock Company, and of the Old Dominion Land
Company, Newport News, Va., died suddenly on Feb. 12, aged
55 years. Eleven months ago Mr. Post succeeded the late
Calvin B. Orcutt as president of the Newport News Shipbuild-
ing & Dry Dock Company, of which he was formerly general

130

manager. Mr. Post was born in Kingston, N. Y., and in 1880
he went to Newport News to take charge of the construction
of the Chesapeake & Ohio Railroad terminals. Ten years later,
as civil engineer, he superintended the erection and equip-
ment of the Newport News Shipbuilding plant for the late
C. P. Huntington. The death of Mr. Post is a distressing
calamity, not only to shipbuilding interests but to general
business interests. Few could have more friends than he had.
In the business world his place can hardly be filled, because of
his rare personality, which commanded universal admiration,
and, what was very exceptional, the affection held for him by
those who have spent the best years of their lives working
with and under him.

Francis H. Stillman, president of the Watson-Stillman
Company, New York, and a prominent figure in machine tool
and engineering industries, died suddenly, Feb. 18, in Brooklyn.
Mr. Stillman, who was 62 years old, was a Yale graduate. On
leaving college he was first associated with the Cottrell Print-
ing Press Company, then with his stepfather, Mr. Lyons. In
1883 he organized and became president of the firm of Watson-
Stillman, which succeeded Lyons & Company. The firm was
incorporated in 1904 as the Watson-Stillman Company, Mr.
Stillman remaining its president up to the time of his death.
He was a member of the Hanover Club of Brooklyn, the
Engineers’ Club of New York, the American Society of
Mechanical Engineers, and treasurer of the National Associa-
tion of Manufacturers. He organized and was first president
of the Machinery Club of New York, and was also first presi-
dent of the National Metal Trades Association. In addition
to being president of the Watson-Stillman Company at the
time of his death, he was also president of the Bridgeport
Motor Company and of the Pequannock Commercial Company,
and a director in other manufacturing firms. Mr. Stillman’s
affable disposition, high standard of business integrity and
kind personal interest in all those with whom he came in con-
tact won for him a large circle of friends that will keenly
regret their loss in his death.

Technical Publication

Verbal Notes and Sketches for Marine Engineers. Seventh
Edition. By J. W. Sothern. Size, 6 by 9 inches. Pages,
631. Illustrations, 515. Glasgow, 1911: James Munro &

Company. Price, 10/6 net; $5.00.

This volume is the seventh edition of a book containing notes
and sketches of verbal and elementary questions given at the
Board of Trade examinations to engineers competing for first-
class and second-class certificates of competency. In this edition
the original work has been practically rewritten and re-
illustrated, several hundred new and original sketches being
included. The work includes sections devoted to workshop
practice, boilers, notes and sketches of various details,. slide
valves, piston valves, valve data, general notes and descriptions,
marine engineering chemistry notes, marine electric lighting,
propellers, refrigeration and internal-combustion engines. The
section devoted to boilers has received particular attention,
practical examples of the applications of the rules of design,
etc., being explained and worked out. The section treating
with workshop practice is new and contains material which
is difficult to find in any other publication. As has been true in
previous editions of this work the practical side of marine
engineering has received chief attention.

A chart, 14 by 28 inches, showing a longitudinal view of
the interior of a modern submarine boat has been published by
the Norman W. Henley Publishing Company, 132 Nassau
street, New York. Every detail is shown accurately to scale
and 200 parts are numbered and named in an accompanying
reference list. The price is 25 cents.

INTERNATIONAL MARINE ENGINEERING

Marcu, 1912

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-

istered patent attorney, Loan & Trust Building, Washington,
1D, C,

1,007,348. MEANS FOR DAMPING THE ROLLING MOTION OF
SHIPS. HERMANN FRAHM, OF HAMBURG, GERMANY.

Claim 2.—In a ship having a U-shaped water chamber arranged trans-
versely thereof and comprising side tanks connected together by a water
conduit, said water chamber being adapted to damp the rolling motions
of the ship; means for preventing impacts and disturbation of the water

in the water chamber during the rolling motion of the ship an for effect-
ing a uniform rise of the water in the side tanks, comprising bent guide-
plates adapted to divide the water flowing from the water conduit into
the side’ tanks into a plurality of streams and said bent guide-plates
directing the water upwardly in the side tanks. Four claims.

1,008,532. PRIME MOVER FOR MARINE PROPULSION.
CHARLES G. CURTIS, OF NEW YORK, N. Y., AND RALPH L.
LOVELL, OF QUINCY, MASS.

Claim 1.—In a prime mover for marine propulsion, the combination
of a reciprocating steam engine and a steam turbine, directly coupled to
the same shaft, receiving the steam in succession and adapted to utilize
the complete expansion of the steam. Thirteen claims.

1,008,726. FLUID-PRESSURE POWER PLANT. LUTHER D.
LOVEKIN, OF OVERBROOK, PA., ASSIGNOR TO GERARD DE-
VELOPMENT COMPANY, OF NEW YORK, N. Y., A CORPORA-
TION OF NEW YORK.

Claim 1.—In combination, a rotary expansion engine comprising a
casing, a rotary piston therein cleared from the casing, a multi-stage
turbine separate and distinct from the rotary expansion engine, said
engine and turbine being mounted on separate shafts disconnected from
each other, and means whereby the steam driving the piston of the
rotary expansion engine and passing the cleared portions thereof is ex-
hausted into the turbine. Two claims,

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street,
Finsbury, E. C., and 21 Southampton Building, W. C.

London.
29,414. SUSPENSION FOR MARINERS’ COMPASSES. KEL-
VIN AND JAMES WHITE, LTD., AND F. W. CLARK, GLASGOW.

According to this invention, the knife edges of the compass bowl are
made of non-magnetic hard steel or other specially hard metal and co-

operate with V-jewels such as ruby or agate stone, the knife edges and
jewels being slightly curved. The jewel block is encased in a sliding
piece connected to shock absorbing springs,

27,728. MEANS FOR CLEARING SCALE FROM MARINE CON-
DENSER TUBES. T. G. BARRON, STOCKTON-ON-TEES.

In this invention rollers mounted in pairs are employed, one pair, for
instance, in the vertical plane mounted in angle irons and another pair
in the horizontal plane mounted on standards. Each roller has a groove
such that when the device is at work the passage between a pair of
grooves is elongated or varied from the true circle. By gearing the
vertical pair together their synchronous rotation, the requisite grip on
the tube and its consequent passage under treatment is provided for.
By these means the tube is compressed in one direction to crack and
dislocate the scale and then passed through the other pair of rollers,
which compress it in another direction for the same purpose.

International Marine Engineering
ee APRIL, 1912

Success of the First Large

Diesel Motor-Driven Liner

BY J, RENDELL WILSON

With the trials of Selandia (see INTERNATIONAL MARINE
ENGINEERING, March, 1912) the future of the big motor ship
is practically assured; in fact, immediately following the
official acceptance tests, Burmeister & Wain, Copenhagen, her
builders, were, I understand, inundated with orders for similar
vessels from steamship owners who were aboard, and now
have enough marine oil engine contracts on,hand to keep them
busy for about three years. Credit is due to Burmeister &

adverse conditions, having to run through ice, yet a speed of
13.35 knots was attained when running light, although with
950 tons of fuel and fresh water on board. Her loaded de-
signed speed is Ir knots. She is one of the three combined
liner and cargo sister ships for the East Asiatic Company,
of Copenhagen, having accommodation for fourteen pas-
sengers, and will be used for service between Europe and
Siam. Fionia and Jutlandia are her two sisters, and by the

ONE OF THE EIGHT-CYLINDER, 1,250-BRAKE-HORSEPOWER DIESEL ENGINES OF THE SELANDIA

Wain, not only for having successfully built the largest full-
powered Diesel ship afloat, but for having constructed the ma-
chinery, which aggregates 2,500 brake-horsepower (3,000 in-
dicated horsepower), apart from two auxiliary engines each
of 200 brake-horsepower, in a remarkably short time. How
great a stride has been made may be judged from the fact
that the largest of the Russian motor vessels, the Karl Hage-
lin, has engines installed aggregating only 1,200 horsepower.
Selandia’s trials were carried out at Copenhagen under

time these lines appear in print will doubtless have passed their
trials. The first named is also being built and engined by
Burmeister & Wain, while Jutlandia is being constructed and
engined on the Clyde by Messrs. Barclay, Curle & Company,
Whiteinch, Glasgow, under license. Bigger motor ships there
are, of course, building, but the jump in size and power will
have no comparison between that of Selandia and existing
vessels of her type.

One of the greatest surprises to engineers and steamship

APRIL, 1912

INTERNATIONAL MARINE ENGINEERING

ENGINE ROOM OF SELANDIA, SHOWING CONTROLS

UPPER PLATFORM IN THE ENGINE ROOM

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FRONT VIEW OF STARBOARI ENGINE

APRIL, 1912

owners present at the trials was that, in addition to the Diesel
engines proving perfectly reliable, there was a complete ab-
sence of vibration and noise; in fact, it was agreed that her
machinery ran more quietly and sweeter than steam engines.

INTERNATIONAL MARINE ENGINEERING

4 i | wih

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direction of rotation from “full ahead to full astern.” In
addition to these three vessels the East Asiatic Company have
placed orders with Messrs. Burmeister & Wain for eight more
motor ships—two of 10,000 tons and six of 6,000 tons, so the

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When they have been in service for a while, doubtless the
running will leave nothing to be desired. Except when start-
ing or reversing the exhaust is quite colorless. On her private
trials a week previous she almost collided with the steamer
Skandia, but was saved through the prompt reversing of her
engines. Only 15 to 20 secunds is necessary to change the

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company will soon have a fleet of eleven Diesel vesse

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Selandia is 386 feet in length over all, 370 feet between
perpendiculars by 53 feet beam, with a molded depth of 30

feet and 22 feet 6 inches loaded draft.

Her fully loaded dis-

placement is 9,800 tons, and her deadweight capacity 7,400

PLAN AND ELEVATION OF 1,250-HORSEPOWER ENGINE FOR THE SELANDIA

134
tons. The gross tonnage is 4,900 and the net register 3,200
tons. A vast amount of space usually given over to bunkers

is saved and given over to the cargo. In fact, her double bot-
tom forms the main fuel tank, and has a capacity of 900 tons
of oil, which is sufficient to keep her main engines going for
a voyage of 20,000 miles under average conditions. Let us
imagine the amount of coal that a steamer of the same

- OE eS

THROUGH FRAME 51, LOOKING AFT

SECTION

deadweight capacity (7,400 tons) would require for a similar
cruise. At least 4,500 tons would be necessary, and probably
even more.

She is a twin-screw vessel, and her main propelling plant
consists of two eight-cylinder Burmeister & Wain Diesel en-
gines, each developing 1,250 brake-horsepower (1,500 indicated
horsepower) at 140 revolutions per minute; but on the test-
bed no difficulty was found in obtaining an additional 150
brake-horsepower at slightly higher revolutions. Of the four-

INTERNATIONAL MARINE ENGINEERING

APRIL, IQ12

cycle, single-acting type, each cylinder has a bore and stroke
of 207% inches and 2834 inches, respectively. With both engines
the cylinders are divided into groups of four, the mechanism
for controlling and operating the valve gear being between
each group. Each set of four cylinders has the cranks set
at 180 degrees, and as the two halves are arranged at go de-
grees to each other, perfect running is obtained, which ac-

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Another feature

counts for the absolute lack of vibration.
towards smooth running is the fitting of four-bladed pro-
pellers: The cylinders are mounted on a heavy casing, and are

bolted through to very massive engine beds. There are four
valves to each cylinder, namely, the air-starting valve, the
inlet valve, fuel injection valve and the exhaust valve. All
are operated off one main cam-shaft on the front of the
engine by means of vertical rods, that in turn actuate the
rocker arms on the cylinder head, the rocking movement of

APRIL, 1912

INTERNATIONAL MARINE

ENGINEERING

DINING SALOON

the latter opening and closing the valves, as the case may be.
Just over the main cam-shaft, and running parallel with it,
there is a lay-shaft, which lifts the vertical valve-operating
rods clear of the cam-shaft for starting or reversing the
engine. How the lay-shaft lifts the valve rods may be made
clear in a few words: The lower end of each rod is boot-
shaped, the heel carrying the tappet roller, while the toe is
connected to a short connecting rod from a crank on the lay-
shaft, and so by turning the lay-shaft a half circle the valve
rod rollers are lifted clear of the cams, thus throwing all the

DRAWING ROOM

a drum, in the periphery of which is cut a diagonal slot, while
in the latter runs a disk secured to the cam-shaft. Thus as
the lay-shaft is given the half-turn, so the cam-shaft slides
on its bearings.

There is only one single-stage compressor actually forming
part of each engine, and this is driven off the forward end of
the crankshaft, the three-stage compressors being driven by
two auxiliary engines of 200 brake-horsepower. The com-
pressor of each main engine takes the air at 300 pounds per
square inch, and compresses the same to 9co pounds per square

MOTOR SHIP SELANDIA

valves temporarily out of action. The cam-shaft can then
easily be moved into the ahead or astern position. To operate
the lay-shaft there is a very small two-cylinder compressed
air engine, which is controlled by a single lever. Should, how-
ever, this little engine fail, the lay-shaft can be operated by
the large hand-wheel shown in the illustration. The lay-shaft
also slides the cam-shaft fore and aft for the reverse and
ahead positions. Sliding the cam-shaft brings another set of
¢ams into action. In the center of the lay-shaft can be seen

inch, then supplying it to storage bottles. This air is used for
fuel injection. For each set of four cylinders there is a
separate fuel pump, which delivers the fuel to a distributing
box or valve, mounted on the back of each set of cylinders,
thence the oil passes to the injection valve of each cylinder.
The fuel distributers all have hand regulators, so that the fuel
supply can easily be controlled, while there is a hand-pump
for priming the fuel pipes when starting. Should the pro-
pellers suddenly lift from the water racing is prevented by an

136

Aspinall’s governor, which shuts off the fuel supply if the
engine exceeds 140 revolutions per minute, allowing, of course,
the fuel to again come into operation immediately the engine
speed drops to normal.

Regarding the auxiliary machinery, there are two four-cylin-
der Diesel engines of 200 brake-horsepower apiece, each of
which drives a 220-volt dynamo, and a three-stage compressor.
Under ordinary conditions only one auxiliary set is kept
running, the other being a duplicate, and for use when in
harbor to supply the necessary current for operating eight
electrical deck winches. The three-stage compressor of each
set delivers air at 300 pounds per square inch to two large
storage bottles, which contain enough air to start the main
engines about fifteen times. These 200-horsepower auxiliary
sets are quite self-contained, and have their own two-stage

ONE OF SELANDIA’S 200-BRAKE-HORSEPOWER AUXILIARY ENGINES

compressors and storage bottles, so the main compressors
(and their storage tanks), which, although driven by the
auxiliaries, are not interfered with.

The only steam unit aboard the ship is a three-stage com-
pressor set for use in case of emergency, and even the donkey
boiler of this is oil-fired. Air from this set is delivered at
goo pounds per square inch. All the other auxiliaries, such
as water pumps, are operated by electricity with the exception
of the fuel and bilge pumps, which are driven by an air engine.
There are no funnels to the ship, but the exhaust is led up
through the hollow mizzen mast, the outlet being about 25 feet
above the deck. Although Selandia’s machinery is estimated
to have cost some $50,000 (£10,300) more than that of a steam-
engined vessel, her owners expect to gain $40,000 (£8,220) per
annum. The reason for this is that no less than $25,000
(£5,140) a year will be saved on the fuel bill alone, while
compared with a steamship of the same ‘onnage she can carry
1,000 tons of cargo more. This, it is stated, will mean $15,000
(43,080) extra freight receipts. The statement that the motor
ship Selandia means a total saving of $50,coo (£10,300) per
annum will doubtless be dubiously received in many quarters,
but this figure the East Asiatic Company considers a very re-
served one, as it is not based on full cargoes or passenger
receipts for every voyage. Their confidence in Selandia has,
as before stated, led them to placing orders for altogether
eleven motor ships aggregating 85,000 tons.

In connection with the successful trials of the Selandia, it
is interesting to note the thirty-day non-stop test of one
cylinder of a similar engine building by Barclay, Curly &
Company, Ltd., for one of her sister ships. During this trial
the maximum horsepower developed by the single cylinder
was 126 at 143 revolutions per minute. The fuel consumption
figured out as .45 pound per brake-horsepower.

INTERNATIONAL MARINE ENGINEERING

APRIL, IQI2

Performance of the Archer

Equipped with the first marine producer gas installation on
the Pacific Coast, the barkentine Archer, 900 tons net, is again
in service between Puget Sound and San Francisco engaged
in freighting lime in barrels from the quarries and kilns of
her owners, the Tacoma & Roche Harbor Lime Company, at
Roche Harbor, Wash., to the California ports. While the
owners of the vessel have as yet made no official statement
giving an idea of how the gas plant is working, some figures
have been gleaned indicating that the Archer's engines are
saving the owners much money, not only in the matter of
general expense, but also in time.

When operating under sail, the Archer required on an
average five weeks to make the round trip between the quar-
ries and San Francisco and return, including time of loading
and discharging. Frequently the time was considerably length-
ened, especially in the winter, when the vessel was delayed
by stormy weather; or in the summer; when calms and head
winds resulted in protracted passages. However, with the
gas engine plant, the barkentine has practically cut her former
time in two, thus doubling her value to her owners, as’ she
will be able to make twice the number of voyages as formerly,
and in addition is saving nearly $6,000 (£1,230) per year in
towage charges.

The distance from Roche Harbor to San Francisco is
practically 850 miles, while the distance from Tatoosh Island,
where vessels pass out to sea, is approximately 100 miles
less. A resumé of the Archer’s time since she began oper-
ating under power will be of interest.

The Archer has made the distance to San Francisco in
approximately 41/3, 314, 4 and 4% days, respectively, while
northbound she has been approximately 5 1/3, 614 and 41/3
days en route. Naturally her time has varied with the con-
dition of the weather, but her average will compare favor-
ably with the slower steam tramps operating on this coast.
It is considerably less than one-half the time the vessel for-
merly required when under sail only.

As an illustration of the workings of the producer gas
engine in this installation, the data of the voyage leaving
San Francisco for Roche Harbor, Nov. 1, is of interest. This
was the vessel’s slowest run northbound under power, it
requiring 152 hours from San Francisco to Roche Harbor, or
from 2 P. M., Nov. 1, to 10 P. M., Nov. 7. During this run
the Archer encountered some severe weather. On this pas-
sage the engine was operated 148 hours, during which 425 hop-
pers of coal were used, each hopper containing 175 pounds.
The engine’s average was 180 revolutions per minute. With
coal at $2 (8s.) per ton, the cost for the passage was but
$74.35 (£15.3). The figures show a consumption of 1.67
pounds of fuel per horsepower hour. With the 300-horse-
power engine operating at 180 revolutions per minute, the
approximate cost was $.502 (2s.) per hour. This is con-
sidered a very fair showing and is highly pleasing to the com-
pany which made the installation.

The installation was described in detail in the June, rort,
issue of INTERNATIONAL MARINE ENGINEERING, It will be
recalled that the vessel is approximately 9co tons, 180 feet in
length, 32 feet beam. The main engine is a 300-horsepower
Nash engine built by the National Meter Company, New York.
It is of the four-cylinder type, with cylinders 18 by 18 inches,
operating at a speed of 200 revolutions per minute. The
weight of the engine is 8,050 pounds, and a 500-horsepower
Akron friction clutch is mounted directly upon the transmis-
sion end of the engine shaft, which is connected to the thrust
shaft. The propeller, built by L. H. Coolidge, which is de-
scribed elsewhere in this issue, is 82 inches in diameter by 82
inches pitch. The producer was designed and built by the
Schmidt Gas Power Company, and is of 400 horsepower
capacity. It is 9 feet in diameter and 10 feet in height.

APRIL, 1912

INTERNATIONAL MARINE ENGINEERING

137

Sea-Going Producer Gas-Driven Cargo Vessel Holzapfel I

BY F. €. COLEMAN

The power gas plant at the works of Holzapfels, Ltd., of
Felling-on-Tyne, has worked very satisfactorily for six years,
producing gas power at the cost of 34 pound of bituminous
coal per indicated horsepower per hour, and this fact con-
vinced the proprietors of the composition firm of the great
economical future of gas power in connection with its adap-
tation to marine purposes. Accordingly, the Holzapfel
Marine Gas Power Syndicate, Ltd., with Messrs. A. C. and M.
Holzapfel as directors and Messrs. H. A. B. Cole and T. W.
Cherry as consulting engineers, was formed some few months
ago. After various attempts to obtain a reversible gas engine,
they came to the conclusion that reversible gas engines were
not likely to prove reliable and to give satisfactory results, and
that an intermediate mechanism was essential. For some
time, the opinion was held that electricity would be the only

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inches molded depth and has a deadweight carrying capacity
of 350 tons. The most interesting feature is the machinery
equipment and, therefore, it is not necessary to enter into any
detailed description of the hull of the vessel. It will be seen

that for the purposes of trim it has been necessary to construct
a deep ballast tank amidships and to have two hatches instead
of one, as is usual in vessels of this size, and that, in order to
conform to existing conditions, the engines and gas plant are
placed aft, occupying about the same space as boilers and
Holzapfel I has been

compound engines of similar class.

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means of attaining this purpose, and accordingly extensive
negotiations were conducted with a view to building an ex-
perimental vessel and using electricity for reversing, maneu-
vering and slow speeds. It was not, however, until Professor
Fottinger, of Stettin, Germany, perfected his invention of the
hydraulic power, transformer that Holzapfels realized its suit-
ability for internal combustion engines and secured from the
Vulcan Company, of Stettin, the British patent rights so far
as gas engines are concerned. Shortly afterwards, a contract
was placed with Messrs. J. T. Eltringham & Co., of South
Shields, for the construction of a small experimental boat,
Holzapfel I, which takes rank as the first sea-going gas-driven
cargo vessel afloat.

Holzapfel I is 120 feet in length, 92 feet beam, 11 feet 6

fitted with a set of high speed six-cylinder vertical gas engines
manufactured by E. S. Hindley & Sons, of Bourton, Dorset.
The cylinders are 1034-inch diameter, the piston stroke 10
inches and the number of revolutions 460 per minute. The
engine is fitted with an equilibrium throttle valve controlled
by a crankshaft governor, contained in the extension of the
crank-case, similar to that used on the best type of high-speed
steam engines. Carbon monoxide gas is supplied from two
sets of suction gas producers, and the plant gives 180 brake
horsepower as a maximum, the continuous working load being
156 brake horsepower. The engine is fitted with low-tension
magneto ignition on Hindley’s system, which ensures the cor-
rect synchronizing of the revolutions of the armature of the
magneto machine in relation to the opening of the spark gap
in the cylinder. The actuating gear is of a very simple type.
The plugs are operated by vertical rods and six cams and
levers similar to the valve motion employed on vertical en-
gines. The magneto machine is driven from the end of the
cam shaft and supported on a bracket which oscillates by
means of the timing gear around the center of the cam shaft.
The combined high and low tension distributor is on the ex-
treme fore end of the cam shaft. Two “Lodge” igniters, one
for supplying the current for three of the cylinders, and the
other for the remaining three cylinders, are fitted.

All the handles for controlling the engine are situated on

138

the fore end, so that the engine is easily managed by one atten-
dant. The gas and air regulators are constructed in such a
way as to avoid the possibility of sticking in the event of the
regulator remaining for long periods in one position. Both
these regulators have screw adjustments with an indicator
which shows the amount of opening of the regulator, in the
same way as a micrometer scale indicates its measurements.
There are circulating indicating drums which are marked “Air
Regulator” and “Gas Regulator.’ The readings on these
drums show the opening from zero to 100 degrees, so that the
ratio from air to gas can be readily seen and the exact posi-
tion for starting and working under various speeds and con-
ditions can be accurately recorded.

The valve gear is of the ordinary type, now almost univer-
sally used in vertical engines—that is to say, the inlet valve
operated by rocking lever from the cam and cam lever in the
crank-case. The exhaust valve is lifted direct from the cam
by means of a roller and lever. There are valve lifters
fitted to each exhaust valve by means of which the exhaust
valve can be raised on each cylinder apart from the cam so
that the engine can be turned round with the greatest ease.

The three fore cylinders are fitted with compressed-air
apparatus for starting, and this is also constructed accord-
ing to Hindley’s patented system, and by means of which it is
possible to gain access from the compressed-air apparatus to
the gas plant. The compressed air is supplied by a separate
engine, of quite a small size, and working on petroleum. The
compressor is direct coupled to the side of the engine.

The engine has forced lubrication by a valveless pump which
is situated at the aft end, in which position there will always
be a supply of oil even if the boat is light and she should
trim a little by the stern. The cylinders are cooled by sea
water supplied by a centrifugal pump driven from the crank-
shaft by means of bevel gearing which is enclosed in the
crank-case, only one end of the shaft projecting through the
casing. The pump, which is quite accessible, is of the well-
known “Invincible” type, made by Gwynnes, of Hammer-
smith, London. The spindle, packing gland, and propeller are
of bronze. The pump draws the water from the sea-cock and
forces it into the circulating manifold on the bottom of the
cylinders, from which it circulates through each cylinder and
cover separately and then discharges through the ship’s
side.

The cylinders are of the makers’ patented design, which is
expanding, but jointless, and extra large water spaces are pro-
vided in view of cooling by salt water. In the cylinder of an
internal combustion engine, as is well known, water cooling
is necessary to keep down the temperature of the wall to the
highest point at which no harmful results follow. A water-
jacket surrounding the working cylinder is, therefore, a neces-
sity. In vertical gas engines it is an advantage to cast the
cylinder and jacket in one piece. To do this in such a manner
as to avoid risk of initial strains being set up in the metal due
to unequal cooling of the two walls after casting, provision
must be made to allow the outer water-jacket wall to expand
or contract according to the behavior of the inner wall. This
Hindley & Sons have effected by a patented arrangement of
corrugation in the water-jacket wall. During the cooling of
the casting after founding, should the inner wall contract
more slowly than the outer, the corrugations open out, or,
vice-versa, they contract.

The exhaust pipe, which is made in seven sections, each of
which is water-cooled, greatly facilitates access to the spark-
ing plugs and generally conduces to the comfort of the en-
gine attendants. A small flywheel to the engine at the aft
end, which is provided with half-coupling to connect to the
Fottinger transformer, and the aft end of the engine frame is
constructed with facings for bolting to the framing of the
transformer. A small pulley is supplied on the fore end of

INTERNATIONAL MARINE ENGINEERING

APRIL, 1912

the engine for driving the auxiliary pumps and a small dy-
namo and switchboard are provided for charging the batteries
for the “Lodge” ignition gear.

The gas plant portion of the equipment of the ship consists
of two units each capable of developing 100 horsepower as the
normal working load, and comprising two generators and two
coke-washers and scrubbers,combined. The generator is rec-
tangular in section and plan, with suitable refractory brick-
work of similar form with rounded corners, and of such thick-
ness as to prevent undue loss of heat from radiation. An
annular jacket is constructed round three sides of the genera-
tor, the object being to superheat the air during its passage
to the fire, and thus advantageously utilize the heat radiating
from the firebrick lining. In the lower portion of the gen-
erator is fitted a special triangulated grate with a suitable
door at the front of the vessel to admit of ashing and ready
withdrawal of the grate whenever necessary. To each side
of the center of the grate is fitted an air-tight door for clink-
ering and ashing purposes. The whole generator can be thor-
oughly searched from these doors, and the clinkering and
ashing operations conducted while the plant is on load. Air
supply is admitted to the superheated jacket at the front of
the generator and may be regulated by means of a simple
horizontal screw-down valve.

For initial starting purposes a small steam jet blower is
fitted to the center door; immediately the engine is up to speed
this blower is put out of action and the supply of steam for
gas-making is then fully maintained from the self-vaporizer
fitted to the upper portion of the generator. Each vaporizer
consists of four rectangular solid-welded tubes, reaching from
back to front of the generator, so arranged that the hot gases
pass over their whole surface, thus utilizing a substantial
portion of the heat in the gas. The vaporizers are secured to
a cast-iron sleeve at the front of the generators and a joint
made with sal ammoniac and borings, an absolutely gas-tight
joint being thereby effected, notwithstanding the high-pressure
of the gas. This arrangement admits of easy removal of any
of these tubes in case of inspection or renewals. In the case
of Holzapfel I, fresh water is used for vaporizing purposes,
but the plant can easily be adapted to utilize sea water by
means of a simple device patented by Mr. A. C. Holzapfel,
the managing director of the Holzapfel Marine Gas Power
Syndicate, Ltd.

The brick lining is of substantial thickness, the blocks key-
ing from one to another so that the movements of the ship,
however severe, will not disturb the stability of the lining.

The front of each generator forms a part of a gas-tight
bulkhead entirely separating the gas producer plant from the
engine room, and all the operations in the working of the
plant are carried out from the latter room, including stoking,
poking and ashing. The stoking device consists of a specially
designed hopper and rotary hollow-plug valve, the plug having
a port on one side only, so arranged that it is impossible to
admit air into the generator during stoking operations. Above
the plug is fitted a tapered hopper, communicating directly
with the fuel bunkers overhead. For a simple half-turn of
this plug, the fuel feeds itself into the generator, having pre-
viously fallen into the hopper by gravity from the bunker
above. Trimming of the fuel in the bunker or the hopper is,
of course, entirely unnecessary. The whole details of the
plant have been designed with a view to economy in labor, and
absolute safety and assurance in working, in addition to con-
siderations of space occupied, on all of which points it is
claimed that substantial advantages have been demonstrated
by the operations of Holzapfel I as compared with steam
practice. On the gas outlet pipe from the generators are pro-
vided dust boxes which effectually prevent the choking up of
the pipes with dust. As an earnest of the efficiency of this
arrangement, it was found that after several months’ con-

APRIL, 1912

tinuous use practically no dust remained between the genera-
tor, scrubber or pipes. The dust boxes are, of course, peri-
odically cleaned out when the ship is in port.

The coke washer is a cylindrical vessel, built up of steel
plates, strongly riveted together. The gas is introduced near
the bottom of the vessel, which is filled with suitable sized
hard coke, carried upon steel perforated plates; cleaning doors
of ample size are provided, these affording facilities for the
ready removal and refilling of the coke when repuired, but
this latter operation is, however, seldom necessary, and the
washers, therefore, require little attention. The upper part
of the washer forms a separate compartment containing an
adequate depth of wood wool, the function of this part of the
cleaning plant being to arrest the moisture and final traces
of dust in the gas before passing to the engine. Immediately
under the botton plate of this gas-drying chamber a spray
pipe distributes sea water over the whole surface of the coke
filling, the water being pumped from a gravity-fed sump in
the ship’s bottom. This has proved a very efficient means
of cooling the gas down to atmospheric temperature. The
waste water from the washer drains itself through a special
arrangement consisting of an inverted cone which restricts
the amount of water in motion due to the roll of the ship.
A lute is provided and a drain pipe fitted, so that the water
inside the scrubber never rises above a certain level and be-
comes objectionable. The lute lies over and dips into a funnel
lead to a waste sump at the bottom of the ship, from which
the washer effluent is pumped overboard. The engineer-in-
charge has thus visible means of observing that the flow and
levels of the water are correct and according to the passing
requirements. Centrifugal pumps, belt-driven from the en-
gine, are employed to raise the wash water and to discharge
the waste. It is an essential feature of the plant that the
water from the coke scrubber should be prevented from escap-
ing into the engine room, and, more important still, the level
in the lute pump must be kept at all times within working
limits. The bunker, of 12-ton capacity, is situated in the
‘tween decks. The hull, engines and gas plant have the
highest class at Lloyds.

Since the trials of Holzapfel I comparatively little informa-
tion concerning the ship’s movements and performances has
been available. This arose from the fact that at the inaugural
voyage last summer the vessel met with a collision in the
Tyne, and various delays arose from the newness of the ma-
chinery on board and from the lack of machinery. Various
adjustments of the machinery had also to be made before the
vessel yas able to do regular and satisfactory work. The
vessel has now carried the following cargoes:

The Tyne to London.........242 tons coke.

London to Lianelly............330 “ scrap iron.

Lianelly to London........... 330 “ lime.

London to Cork ..............330 “ hardwood and cement.
Cork to Newhaven............ 2 OATS:

Guernsey to London..........340 “ granite.

Wondon' to the Dyne.......... 340 ~ chall<

Seaham Harbor to Morlaix...331 “ coal, and

Guernsey to Weymouth....... 330 “granite.

These voyages were performed in a satisfactory manner and
the consumption of fuel is stated to have varied from 25 to
33 hundredweight of coal per 24 hours and, as this is less than
one-half the fuel consumption of that of a steam-driven vessel
of the same size, and the labor and attendance are also con-
siderably less, there is a considerable economy from these
sources. It was found at the beginning that several small im-
provements could be made in the machinery. Many of these
have already been completed and the remainder will now be
effected in the Tyne as the vessel is undergoing a general
overhaul at the Middle Docks, South Shields. The owners
claim that the performances of Holzapfel I have already dem-

INTERNATIONAL MARINE ENGINEERING

139

onstrated its success from every point of view, and careful
comparisons made on all points during the whole of these
voyages have similarly proved the ability of a gas-driven ship
designed on the lines of Holzapfel I to compete successfully
against any other type of mechanically-driven vessel of her
capacity engaged in the coasting trade. The transformers and
gas engines have proved a complete success, and the Hol-
zapfel Marine Gas Power Syndicate, Ltd., see no difficulty in
fitting vessels of almost any size with complete installations of
gas plant, gas engines and hydraulic transformers involving
a considerable saving in fuel as compared with steam engines
of similar power. The Power Gas Corporation, Ltd., of
Stockton-on-Tees, who have done considerable pioneer work
in producer gas plants generally, are encouraged by the success
of this installation, and have recently prepared designs for
equipping vessels of considerable size with gas producer plants
to work on practically any class of coal, a distinct advance
on the achievements of Holzapfel I, where the fuel used in the
producer plant is either anthracite or coke, or a mixture of
these.

Bureau of Standards Investigation of the
Effect of Hydraulic Tests of Boilers

In the matter of research and investigation, where the
results are for the good of the community and the safety of

the people, the United States is wisely carrying on work

which is of the greatest value to the boiler-making world and,
of course, consequently to the people at large. Lately the
Bureau of Standards Washington, D. C., under the direction
of Dr. S. W. Stratton and the direct supervision of Mr.
James E. Howard of the Bureau, has been making tests on
two boilers built twenty-eight years ago of steel. They must
therefore be among the very first made of this material.

The tests are made with a view to seeing the effect of
hydraulic pressures on the shell. The utmost care is being
taken to do the delicate measuring without possibility of
personal error, or of there being any misleading data
recorded. The notes will be tabulated and will furnish in-
formation never before available. In other words, the
Bureau of Standards is doing work which will allow us to
eliminate in our equations an unknown or guessed-at quantity,
and it seems to us that in so doing public money is being
used to its very greatest advantage, as it is being turned from
a small local power into a great and widespread knowledge,
the value of which cannot be even moderately guessed at.
We hope to publish reports of the Bureau a little later. An
interesting feature is the instrument which is being used in
noting the effect of hydraulic pressure on boilers in straining
the shell in a horizontal plane.

Small drilled holes are made in the boiler at given dis-
tances apart. These are not large enough to weaken the
boiler at all. The strain gage has a fixed point and an ad-
justable one. The readings of the distances between the
drilled holes are first taken when the boiler has no pressure on
it; again, when the pressure is put on, the gage is used and
a record made of the changes due under the circumstances to
the pressure shown. These gaged lengths are located at many
places on the boiler, and, consequently, the effects of the
weight of the water and the general conduct of the boiler
under hydraulic conditions are measured and will be so
tabulated as to show just what occurred.

A full account of the above-mentioned tests on two hori-
zontal five-course tubular boilers, given by the Kendall Manu-
facturing Company, Providence, R. I., is given in a paper
entitled “Strain Measurements of Some Steam Boilers Under
Hydrostatic Pressures,’ by Thomas E. Howard, read before
the American Society of Mechanical Engineers, New York,
December, 1911.

140

INTERNATIONAL MARINE ENGINEERING

APRIL, 1912

Old American Sound and Coasting Steamers—l

BY FRANCIS B. C, BRADLEE

In this article only a few of the better known and historical
old-time Sound and coasting steamers will be described. To
go into the subject at length would fill a large volume. As in
former articles by this writer the illustrations of vessels and
machinery are, in almost every instance, from the collection
which the author has been many years making.

The Hudson River and Long Island Sound may not incor-
rectly be termed the “Nursery of the Steamboat,” for there
were developed the earliest types of American steam vessels,
and there the highest speeds were and still are attained. The
first steamboat to ply on Long Island Sound was the Fulton,
and after her the one that presented most interest was the
Chancellor Livingston. The former was the last steamer built

THE PIONEER LONG ISLAND SOUND STEAMBOAT FULTON, BUILT IN 1814
(From a model owned by the N. Y., N. H. & H. R. R. Co.)

under the direct supervision of Mr. Fulton, and the latter was
begun just before his death in January, 1815.

The Fulton was built (the material being, of course, wood)
during the years 1813-14. She was 327 tons gross, 134 feet
long and 26 feet beam. She was the first steamboat con-
structed with a round bottom like a ship, and was sloop-rigged

LONG ISLAND SOUND STEAMBOAT CHANCELLOR LIVINGSTON, BUILT IN 1817

(From a painting in possession of the author)

with a single mast, depending on her sails to increase her
speed. The engine was of the “square” or “cross-head” type,
built by James P. Allaire at New York, and took steam at
both ends of the cylinder (the dimensions of which cannot
be found), the stroke being 6 feet. The boiler was 20 feet long

by 8 feet high and 9 feet broad, and the fuel used was cord-
wood. The Fulton cost all complete $93,000 (£19,100). It
may be here stated that, owing to the burning of the public
buildings at Washington by the British in 1814, the drawings
and specifications of the early American inventors were all
lost, and therefore we possess only very meager information
of an authentic character regarding the early steamboats.
Being completed before the close of the war of 1812, the
Fulton plied.for a time on the Hudson River between New
York and Albany, owing to Long Island Sound being block-
aded by the British cruisers. As soon as peace was declared
she was placed on the route between New York and New
Haven, making the 52 miles that separate these two ports in an

ORIGINAL ENGINE OF THE CHANCELLOR LIVINGSTON (1817)

average of 10 hours and 40 minutes. She burned twenty-five
cords of wood on the trip. :

The following extract from the New York Evening Post of
March 25, 1815, concerning the first trip of the Fulton between
New York and New Haven is interesting:

“The steamboat Fulton commenced her trip from New York
to New Haven on Tuesday last a little after 5 in the morning,
and arrived at New Haven at half-past 4 in the afternoon,
having completed her passagé in a little more than 11 hours.
From the performance of the boat at this time it may be
concluded that she will not often, if ever again, be so long on
her route. The machinery had not been tried since last season
and was not in perfect order. Some alterations had been made
in the boiler which rendered it also in some measure imper-
fect, she having been obliged to supply herself with such wood
as the New York market offered at the opening of spring. It
was of the worst kind, and the least calculated to afford the
necessary supply of steam. Yet under all the disadvantages the
boat completed the voyage in the time mentioned without any
aid from sails.

“The facility with which she passed Hell Gate in both in-
stances surprised everybody on board and satisfied them that
no vessel can be so well calculated to navigate this dangerous
channel as a steamboat. It has been supposed that the Sound
could not with safety be navigated by a steamboat on account
of the difficulty in passing Hell Gate, the roughness of the
sea and the impossibility of making the.compass traverse
when attracted by so much iron as must necessarily surround
it on board the boat. But these objections the passage of the
Fulton has proved are without foundation. As to the capacity
of the compass, that is tested by the fact that having no land-

APRIL, I9QI2

marks to steer by, she made Sands’ Light according to the
course which the needle indicated.”

At first the Fulton was steered right aft by means of a long
tiller, but this method being found clumsy, it was soon re-
placed by a wheel placed in a pilot house forward. About
1822 the Fulton and another steamboat called the Connecticut
that had been running with her to New Haven, were bought
by a company calling themselves the Rhode Island & New
York Steamship Company, and placed on the line between
Providence and New York, stopping at Newport each way,
the fare being $10.00 (£2 Is. &d.).

The Chancellor Livingston was undoubtedly the most com-
plete of Fulton’s steamers, although she was finished after his
death. She was constructed of oak, locust and cedar, by Henry
Eckford, at New York, and no pains were spared to make her
the superior of all other boats of her day as regards strength
of hull, machinery, etc. She was 496 tons (gross), 157 feet

LONG ISLAND SOUND STEAMBOAT LEXINGTON (1835)

(From the original painting, drawn to scale by Jas. Bard in 1838 and
now owned by Elisha T. Jenks, of Middleboro, Mass.)

long, 33% feet beam and Io feet depth of hold; the machinery
being of the “crosshead” type and having one cylinder of 44
inches in diameter, 5 feet stroke, horsepower 65. The engine
and boiler, the latter being made of copper, were constructed
by James P. Allaire, of New York, and were considered so
perfect that for quite a long time all other marine engines
built in the United States were more or less copied after them.
At first the Chancellor Livingston used wood as fuel, but soon
began to burn coal, it being found more preferable for keep-
ing up steam. She was the only steamboat in the United States
to do this until the early twenties.

The Livingston ran between New York and Albany on the
Hudson River from 1817 to 1828, when she was given a new
boiler and engine (crosshead type) having a 56-inch cylinder
by 6 feet stroke, 120 horsepower, and placed on the New York
and Providence, Rhode Island line, running against the Ful-
ton already mentioned. She continued there until 1832, when
she was sold to Cornelius Vanderbilt and others and placed
on the Boston-Portland (Maine) route, being the first steam-
boat to run there, and continued until 1834, when she was
broken up at Boston and her engine utilized in a new steam-
boat called the Portland. The Chancellor Livingston was cer-
tainly not a nautical beauty, resembling more than anything
else a Dutch galiot fitted with three smokestacks (she had
only two when on the Hudson River service) and paddle
wheels.

Before and after the Chancellor Livingston other steam-
boats called the Benjamin Franklin, Providence, Boston,
Washington, etc., plied on the Sound, but they present no
marked peculiarities.

In the early thirties the best known and fastest Sound
steamer was the Lexington, owned by Cornelius Vanderbilt,

INTERNATIONAL MARINE ENGINEERING

I4I

and built for him in 1835 by Bishop & Simonson, New York.
This steamer had very peculiar lines, being low at the bow and
stern, and higher amidships (this can be seen in the picture
of her). She was just the reverse from the present style of
shipbuilding. The hull of the vessel was heavily built of

white oak and cedar, with the frames close together, and she
The dimensions were

had a very high and short hog frame.

LONG ISLAND SOUND STEAMBOAT STATE OF MAINE, BUILT IN 1848
(From a rare photograph owned by Elisha T. Jenks, of Middleboro, Mass.)

207 feet long by 21 feet beam and 11 feet depth of hold, the
paddle wheels were 23 feet in diameter, and she was fitted with
a beam engine built by the West Point Foundry, having a
cylinder 48 inches in diameter and 11 feet stroke.

The Lexington ran principally between New York and
Providence, and sometimes to Stonington or Hartford; her
best time was 12 hours and 14 minutes from New York to
Providence (180 miles) in June, 1835. She was considered
the fastest boat of her day on the Sound, and often had ex-
citing races with an opposition boat called the John W. Rich-
mond, belonging to the Atlantic Steamboat Company. In those
days the Steamboat Inspection Service was not yet in ex-
istence, and great liberties were taken with boiler pressures,
etc., so that when races occurred, which were not infrequent
events, steamboat traveling in the United States was as risky

LONG ISLAND SOUND SCREW STEAMER PELICAN, OF 1851
(From a lithograph in the author’s possession)

as it was exciting. Morrison, in his History of American
Steam Navigation, says of the Lexington, “that when she was
pressed hard, the roar of the fires could be heard all over the
boat and at each revolution of the wheels she trembled from
stem to stern.”

The Lexington was the scene of one of the most memorable
and at the same time awful disasters that ever occurred on
Long Island Sound. On Jan. 13, 1840, while on her way to
Stonington from New York, she caught fire when off Eaton’s
Neck, Long Island. The fire spread so rapidly that the en-
gineer was driven away from the machinery before it could

142

be stopped, and at the same time the wheel ropes (this was
before chains were used) were burned off, so that the Lex-
ington drifted down the Sound at full speed, helpless. The

weather was bitterly cold, and most of the boats were swamped
while lowering, and, to make a long story short, about 140
frozen to death.

persons were either drowned, burned or
There were only four survivors.

INTERNATIONAL MARINE ENGINEERING

APRIL, IQI2

inch. One great feature also of the Bay State was the fact
that “she had thirty separate staterooms, which could be had
for $1.00 (4s. 2d.) each.’ This was much commented on in
the newspapers of the day.

In point of speed the Bay Sate completely outstripped the
then crack boats Oregon and C. Vanderbilt, plying on the
Stonington line and ran from New York to Newport on her

LONG ISLAND SOUND

STEAMBOAT METROPOLIS (1854)

(From a painting in possession of the Fall River Line)

Other well-known steamboats at this time were the Massa-
chusetts and Rhode Island, both built at New York in 1836,
and plying on the Providence line. The former was 202 by 30
by 12 feet, with two beam engines and two copper boilers on
the guards; the latter measured 211 by 28 by to feet, having a
“cross-head” engine, cylinder 50 inches in diameter by 11 feet
stroke.

The now well-known Fall River line was organized in 1847,
under the name of the Bay State Steamboat Company. Until
the completion of their new steamer, the Bay State, they char-

first trip in May, 1847, in 9 hours 15 minutes. The Oregon
and C. Vanderbilt above referred to were owned by George
Law and Cornelius Vanderbilt, respectively, and measured:
Oregon, 318 by 35 by Io feet, beam engine, cylinder 72 inches
in diameter, 11 feet stroke, and C. Vanderbilt, 300 by 35% by
10% feet, beam engine, cylinder 72 inches in diameter, 12 feet
stroke.

Another steamboat which should be mentioned here was
the Atlantic, built by Bishop & Simonson, New York, in 1846
for the New London route. She was 320 by 36 by Io feet, with

LONG ISLAND SOUND STEAMBOAT CITY OF BOSTON (1860)

(From an original lithograph in the author’s possession)

tered a screw vessel named the Eudora, one of the first ever
used on the Sound. She measured 155 by 28 by g feet, with
what was known as a “simple engine,” and during the gold ex-
citement in California was sold for use on that coast. The
Bay State, when cor:pleted, was considered the finest and
fastest steamboat in American waters; she was constructed at
New York by Samuel Sneedon and measured 317 feet in
length, 39 feet beam and 13% feet depth, tonnage (gross)
1,554; the machinery was built by the Allaire Works at New
York and consisted of a beam engine having a cylinder 76
inches in diameter, 12 feet stroke, and making on an average
18 revolutions per minute. There were two iron boilers on the
guards carrying steam at a pressure of 25 pounds to the square

a beam engine having a 72-inch cylinder by 11 feet stroke.
Hunt’s Merchant's Magazine speaks of her “as being lighted
by gas and having watertight bulkheads which would prevent
the inrush of water from one part of the hull to another in
case of collision, etc.” If this statement was correct she was
probably the first American steamboat to have watertight
bulkheads. The Atlantic was lost on Nov. 25, 1846, the
primary cause being the breaking of the main steam pipe,
which left her helpless in a violent northwest gale so that
she drifted ashore on Fishers’ Island near New London and
about 30 persons were lost.

After the Bay State, the Fall River line built in 1848 the
Empire State, of nearly the same size and dimensions, and in

APRIL, 1912

1849 they bought the State of Maine, a steamboat that had
been built the year before to run between Boston and Bangor
(Maine), but proved too large and expensive for that route.
She was constructed of wood, at New York, by J. Simonson,
and measured 806 tons gross, length 236 feet, beam 31 feet,
and depth of hold 11% feet; the engine was of the vertical
beam type, having one cylinder 54 inches in diameter, 11 feet

INTERNATIONAL MARINE ENGINEERING

143

braced and iron strapped diagonally, thus doing away with the
hog frame, as by this time it began to be recognized that the
light Hudson River type of steamboat was not suited to the
heavy weather sometimes to be met with on Long Island
Sound. The tonnage was 2,210 gross; dimensions, length 325
feet; breadth, 42 feet; depth of hold, 16 feet, there being
sleeping accommodations for over 600

passengers. The

THE NEPTUNE STEAMSHIP COMPANY'S SCREW STEAMER ELECTRA

stroke. The picture of the State of Maine is from a rare
photograph in the possession of Elisha T. Jenks, of Middle-

borough, Mass., and represents her when she was used as a .

hospital boat on the James River, Virginia, during the Civil
War. She was afterwards sold for use in the West Indies.

A concern called the Commercial Steamboat Company
started in 1851 a line of steamers driven by screw propellers
called the Pelican, Petrel and Osprey, the two latter being 135
by 24 by 8 feet draft. These boats were to run between New
York and Providence for freight purposes. They were most

Metropolis’s machinery was built by Stillman, Allen and Co.,
New York, and consisted of a very powerful vertical beam en-
gine having a cylinder 105% inches in diameter, 12 feet stroke
of piston (the cylinder up to that time was the largest ever
cast for a marine engine), there were four iron boilers on the
guards, two on either side, set back to back, and having a
total heating surface of 12,000 square feet.

The Metropolis may be considered one of the most famous
steamers ever built in the United States; she was capable of
running 20 statute miles per hour, and her fastest trip was

LONG ISLAND SOUND STEAMBOAT BRISTOL (1866)

(From an engraving in the author’s possession)

curious-looking crafts, as may be seen by the picture of the
Pelican. The Pelican was of 351 gross tons, built of oak at
Philadelphia in 1851. The dimensions were 132 by 24 by 9
feet. The engines were of the direct-acting type, having two
cylinders, each 28 inches diameter by 28 inches stroke. These
must have been among the very earliest direct-acting propeller
engines, as most of them at that time were “geared down” to
the propeller in one way or another.

By 1854 the traffic had increased to such an extent that an-
other steamer was needed on the Fall River line, and so they
had the Metropolis constructed by Sneden & Whitlock, at
Greenpoint, Long Island. She was very heavily built of wood,
the hull timbers being carried to the second deck, strongly

from New York to Fall River (181 miles), June 9, 1855, in
8 hours 21 minutes. Eventually she was broken up at Boston
in 1879. At this period business was so good on the Sound
that it is recorded that in 1850 the Fall River line paid divi-
dends at the rate of 6 percent per month for ten consecutive
months. ‘

After the Metropolis appeared, a competing line, the Norwich
& New London Steamboat Company (which owned the Ply-
mouth Rock and other steamers), had built the Commonwealth
especially to beat her, but although very fast she failed to do
so. She was built of wood at Greenpoint, Long Island, by
Lawrence & Foulkes, the dimensions being 316 by 42 by 13%
feet. The engine was of the vertical beam type, having one

144

cylinder 76 inches in diameter, 12 feet stroke. The Common-
wealth was burned at her dock at Groton, Connecticut, in De-
cember, 1865.

After the Metropolis and Commonwealth no steamboats of
especial note appeared on the Sound until 1861, when the New
London line had the City of Boston and City of New York,
built of wood, by Sneden & Rowland, at Greenpoint, Long
Island. They were 1,591 tons gross each, 300 feet long, 40
feet beam, and 12% feet depth of hold, the engines were of
the vertical beam type built by the Novelty Iron Works, New
York, and each having a cylinder 80 inches in diameter, 12
feet stroke, the indicated horsepower being 1,800. These boats
were considered among the finest and fastest of their day on
the Sound. The City of Boston, soon after she was built, suc-
ceeded in passing the famous Metropolis, and on July 4, 1865,
ran from New York to New London (120 miles) in 6 hours
and 5 minutes. She and the City of New York were broken
up at Boston in 1896.

{[n 1863, the Neptune Steamship Company was organized to
run between Providence and New York, and they brought for-
ward the first really large screw steamers on the Sound.
These were the Electra, Galatea and Oceanus, built of wood
at New York in 1864, by J. Van Deusen, each steamer being
240 feet long, 40 feet beam and 17 feet depth of hold, having
two simple condensing engines with cylinders 44 inches in
diameter, 314 feet stroke. These boats, although intended
principally for freight, had accommodations for a limited
number of passengers.

During the late sixties, the best known Sound steamboats
were the Newport and Old Colony (1865), of the Fall River
line, and the Bristol and Providence (1867), which were
owned at first by the Narragansett Steamship Company, and
afterwards by the Fall River line. The Newport was built of
wood at Greenpoint, Long Island, by John Englis & Son (the
Old Colony was a good deal like her, only slightly smaller, and
had only two stacks in place of the Newport's four), meas-
uring 2,150 tons gross, 350 feet long, 43 feet beam and 14 feet
depth of hold. Her hog frame was the heaviest ever placed
in a steamer up to that time. The engine, built by the Novelty
Iron Works, New York, was of the vertical beam type, hav-
ing a cylinder 85 inches in diameter, 12 feet stroke; there were
four iron boilers on the guards, and the paddle wheels were
42 feet in diameter. The Newport presented a most peculiar
appearance, having four smoke stacks, something that has
never been seen before or since on Long Island Sound. She
was converted into a coal barge in 1889.

The Bristol and Providence (sister ships), which followed
in 1867, were two of the most celebrated steamboats ever
built. Constructed of white oak by William H. Webb, at New
York, they were each 2,962 tons gross, 362 feet long, 48 feet
beam, 1674 feet depth of hold; the two ships cost $2,500,000
(£514,000), and they were built in the most substantial man-
ner; every beam was bolted fore and aft, and cross-braced
with iron from keel to the top of the paddle boxes, in addi-
tion to being strengthened by heavy hog frames. There were
also numerous watertight bulkheads. Each ship had room for
1,200 passengers, and a great quantity of deck freight. The
interior fittings of the Bristol and Providence were most
luxurious, gas lighting, and later on steam-heating and steam-
steering gear was installed. Each boat carried a band of music
and the officers and crews wore uniforms—two innovations
that helped make them famous. Their machinery, built by
the Morgan Iron Works, New York, was of the usual vertical
beam type, each engine having a cylinder 110 inches in diame-
ter, 12 feet stroke, and making 18 revolutions per minute.
Each boat had three iron flue and tubular boilers, carrying
a pressure of 18 pounds to the square inch, and the paddle
wheels were 38 feet 8 inches in diameter. j

These steamers were so fast and popular that the Fall River

INTERNATIONAL MARINE ENGINEERING

APRIL, IQI12

service was carried on without any further additions until the
modern boats Pilgrim and Puritan, etc., were built. The
Bristol was accidentally burned at her wharf at Newport,
Dec. 30, 1888, and the Providence was burned for the metal in
her hull on one of the islands in Boston harbor in August,
1901. With these two steamboats ends the “old era” on Long
Island Sound, for, with the exception of the Rhode Island,
built in 1873, for the Stonington line, and followed by the
Massachusetts in 1877 and the Connecticut in 1889 (the latter
boat being a grand failure), all the Sound steamboats have
been built of iron or steel, and so do not come within the scope
of this article.

New Steamer for New York and Atlantic
City Route

The Atlantic City Transportation Company has under con-
struction a new steel freight and passenger steamer for its
new route between New York and Atlantic City. The hull
was completed at the yard of Kyle & Purdy, City Island,
N. Y., and launched March 4, and was taken to the yard of
the Staten Island Shipbuilding Company, Port Richmond,
N. Y., to receive the machinery and joiner work.

The new vessel is of steel construction to the promenade

ATLANTIC CITY BOAT

deck, with wooden house and hurricane deck above. The hull
is of the following dimensions:

Length on load waterline.......... 175 feet 6 inches.
ILC OYE Bllllooocccc050000000006 186 feet.
IMoldedtbeammannereerer cece reer 28 feet 6 inches.

14 feet 6 inches.
23 feet 4 inches.

The propelling machinery consists of a triple-expansion
engine with cylinders 151% inches, 2334 inches, 37% inches and
26 inches stroke. Steam is furnished by two Almy watertube
boilers, with a total grate surface of 95.46 square feet, and a
total heating surface of 3,428 square feet. The pumps were
furnished by the Warren Steam Pump Company.

The vessel is arranged to suit all conditions met with on this
route, and no pains have been spared to secure seaworthiness
and the comfort and safety of the passengers and crew. The
lifeboat and liferaft equipment will be of the best and of
unusually large capacity for a steamer of this description.

The arrangements, as shown on the accompanying plans,
provide sleeping accommodations for about 100 first class pas-
sengers, and ample freight space on the main deck and in the
lower hold.

The Atlantic City Transportation Company has been operat-
ing a line of steamers between Atlantic City and Philadelphia
for several years, and is adding this new vessel to extend its

APRIL, 1912 INTERNATIONAL MARINE ENGINEERING

145

alee

Ey
60 W.T.B.

rer SE aL

Sn ee
ee Sas Ov — Overflow
eee Ses

Soo SSE

‘Above Rail i
; '

Coal
natch)

lee ~ Cargo Hatch!|S).ar from Windlass to 9
{

) Storage
|

—
Galley
f tted_with]
Eleyator

oS, ‘Dumb

5 te
Operate Care Elevator; Waiter to

ar
BS ee eee

——— ——
Coamitig © Stanchions to provide pasageway all lore aad alc
Z —— n

MAIN DECK

Coaling Port
Above Kail

PLANS OF NEW ATLANTIC CITY BOAT

traffic to New York City.
it is expected that the route will become popular with the
passenger trade, as the vessel will maintain a speed of nearly
' 18 miles per hour, which will make the running time a little
over six hours.

Atlantic City’s commerce by water routes was over 60
percent greater in 1911 than in 1910. The United States gov-
ernment, the State government of New Jersey and the Atlantic
City municipal government have appropriated $320,000 (£65,-
750), $50,000 (£10,280), $50,000 (£10,280), respectively, for the
work to be commenced at once.

The owners’ interests in the matter of plans, supervision,
etc., have been cared for by Mr. George B. Drake, naval
architect, 17 Battery Place, New York. It is expected that the
vessel will be in service not later than May 15.

Prize Competition for Designs of a Passenger Canal
Boat for the Districr of Teltow, Germany

In November, 1910, the District of Teltow, Germany, in-
vited proposals of designs for a passenger steamer suitable for
traffic on the Teltow Canal and the Prinz-Friedrick-Leopold
Canal near Berlin. The conditions set forth were as follows:

Wensthwnover allah svougeacacweuios = os 098.5 feet.
ByreEahin, CAIRO 00000000000000000006 18 feet.

ID TRatt extreme nancminsta ace cecteeersiog es 3.94 feet.
Highest fixed point above waterline.... _1.3 feet.
Speed, in deep water................. . 8.63 knots.

The seating capacity was to be as large possible. No specific
requirements was stated as to the means of propulsion except
that they must be arranged in such a manner to avoid damage
to the canal bed and sides. The depth of water in the Teltow

With a steamer of this description .

Canal is 8.2 feet and in the Prinz-Friedrick-Leopold Canal 4.9
feet.

The first and second prizes were $315 (465) each, and
the third prize $100 (£20.5). The prize winners were the
following:

First Prize—Mr. R. Blihmke and Mr. F. Peters, Mannheim
Schiffswerft.

Second Prize—Mr. F. Mendelsohn and Mr. W. Teubert,
Dipl. Ing., Potsdam.

Third Prize—Mr. E. Van der Werf, Blohm & Voss, Ham-
burg.

Reports which are being received from European countries
regarding the appointment of delegates to the Twelfth Inter-
national Congress of Navigation, which will convene in Phila-
delphia on May 23, indicate that the attendance will be in
excess of expectations, and that the Congress, including the
American attendance, will in all probability be the largest ever
held. As the time draws near for the opening of this conven-
tion a number of the Eastern cities are laying plans to obtain
a visit from the distinguished engineers who will come as
representatives of foreign countries. These efforts are being
seconded by important manufacturing corporations, which
realize the value of having so large a number of engineers
from abroad visit their works to carry away with them a
knowledge of methods and products of this country. Pitts-
burg, the greatest tonnage producing district in the world,
has been quick to see the value that it will be to its interests
to be visited by the engineers. It is expected that virtually
all of the delegates to the Congress will make the trip to
Western Pennsylvania to see the industries of this district.
The big corporations in Pittsburg are co-operating with the
city authorities to make the visit of the engineers in every
way notable. Boston, Buffalo, Cleveland, Detroit and Chicago
are among the cities to be visited by parties of the engineers
following the Congress.

146

INTERNATIONAL MARINE ENGINEERING

APRIL, 1912

The United States Turbine-Driven, Naval Collier Neptune

The naval collier Neptune, recently finished by the Mary-
land Steel Company at Sparrow’s Point, Md., marks the latest
advance in this type of vessel. She is the largest and best
appointed collier constructed to date, and embodies many new
and novel features. To recapitulate, the general dimensions
are as follows:

Lenn Owe alll, Gooccanccc0c00cc0c 542 feet.

Length on waterline..... Enea ne : 520 feet.

yeeian, WONKA! Coocooccc00000000000 65 feet.

Depth, molded to upper deck....... 39 feet 6 inches.
IRORACAGHIG, 8 TIEEPo o0000000c0000000¢ 85 feet.

Poop Steet. paccsealine eines weer 171 feet.

ILogyal Ghrasie, smnollaleal, co0cccecne00000 27 feet 6 inches.
Displacement on load draft......... 19,440 tons.
Deadweight: imcenur rene oreee sare 13,040 tons.

BIOGE COSINGISAE oooocovceccanc0000 727

’Midship section coefficient......... .982

The general design for this collier was developed by the
builders in accordance with the requirements of the Navy
Department, and, as will be seen from the illustrations, com-

land Steel Company, the winches being purchased from the
Lidgerwood Manufacturing Company, New York. As will be
seen the gear consists of a series of structural towers con-
nected together at the center line near the top by a girder,
which also serves as a track for a fore-and-aift trolley to trans-
ship coal from one hold to another in order to maintain trim
when on long voyages, or to replenish the bunkers. All of the
towers, except the forward one, are fitted with four booms.
The heads of opposite booms are connected by wire rope spans,
on which travels a trolley. The trolley is manipulated by means
of in-haul and out-haul ropes led over the ends of the booms.
The requirements of the Navy Department were that the gear
should handle roo tons per hatch per hour, using a 15¢-cubic
yard clam-shell bucket. This requirement was exceeded on
test, no difficulty being experienced in delivering 110 tons per
hour. The Maryland Steel Company has applied for patents
on this type of coaling gear.

PROPELLING MACHINERY

The propelling machinery consists of two 4,000-horsepower
Westinghouse marine turbines, running normally at 1,230

FIG. 1.—UNITED STATES COLLIER NEPTUNE

prises six large holds for coal, the forward one being sub-
divided into four for the carrying of fuel oil in place of coal
when required. There are also four oil compartments below
the lower deck forward. Top-side tanks are fitted in way of
cargo holds in addition to the usual double-bottom tanks. At
the ends of the vessel there are three decks in addition to the
poop and forecastle.

The officers and crew have commodious quarters in the poop,
in a house on the poop deck, and on the berth and lower decks
below.

The hull is constructed of steel in excess of the requirements
of the American Bureau of Shipping. The joiner work is
tasteful, generally of white pine, enameled. The officers’ rooms
are trimmed in oak. All toilets and baths are tiled and fitted
with the most modern type of fixtures, the bath rooms being
supplied with hot and cold fresh and salt water. The floors in
the living quarters are covered with best Navy linoleum. A
complete set of engine-room telegraphs, inter-communicating
telephones and annunciators is installed.

The principal point of interest in this vessel is, of course, the
coaling gear. This was designed and installed by the Mary-

revolutions per minute. The turbines drive the propeller
shafts through Westinghouse reduction gears at a speed of
135 revolutions per minute. A view of one of the Neptune’s
turbines and its gear assembled for test at the works of the
builder is shown in Fig. 3.

The turbines are of the combination impulse and reaction
type. Each turbine comprises an “ahead” and an “astern”
element on a single rotor in a single casing. Fig. 4 is a view of
one of the turbines with the cover removed. The left-hand
end with the larger number of rows of reaction blades is'the
ahead element, and the right-hand end, consisting of one row
of impulse blades and only six rows of reaction blades is the
astern or backing element. The exhaust connection is at the
low-pressure end of the ahead turbine. The rotor being hol-
low the vacuum reaches back to the astern element, so that
the latter does not offer any resistance when the ship is going
ahead. When going astern the backing element exhausts
through the hollow rotor.

The joint between the upper and lower halves of the casing,
instead of being in a horizontal plane as is usual, is inclined
at a very decided angle. This feature of the design makes it

APRIL, 1912 INTERNATIONAL MARINE ENGINEERING 147

possible to connect the steam exhaust pipes to
the bottom half of the casing, so that the cover
may be swung open on hinges without breaking
any important pipe connections, so that the rotor
and blading may be exposed for inspection with
a minimum expenditure of time and labor.

In marine installations the condenser cannot
usually be located below the turbine casing, and
the exhaust coming from the bottom of the cas-
ing, with an upward sweep to the condenser, acts
like the ‘“‘entrainer” that is considered essential
in exhaust pipes leading to barometric con- U
densers, and effectively voids the turbine of wa-
ter that would otherwise tend to collect in the
bottom of the casing.

Fig. 5, from a photograph of one of the Nep- le
tune’s turbines, shows the exhaust connection ti
and the opening in the jacket for the steam can-
nections to the ahead and astern sections. This e
illustration also shows the hinges on which the
cover swings.

The total weight of the two turbines and two
reduction gear sets installed in the Neptune is —
only 235,364 pounds. A sister ship, the Cyclops,
is fitted with reciprocating engines of the same
power, which, with their reversing and turning 1 A
gear, are reported to weigh 586,000 pounds. The
use of the high-speed turbines with reduction tonal r
gears effects a saving of over 350,000. pounds,
or almost 60 percent, in the deadweight of the
main propelling engines.

ay
iG
103:
PI
Sows

TTT TTI
SPISIS SSS

Spas

Saari
180

Hold No.4 (P) Hold No.

Hold
No.6 (P)

'
“to

ab,

No.7 (S)i No.5 (S)

Hold

Hold
No.8 (P)

160

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= i
0

(omit

ws
a
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a
=]

T.S, Tank

Another feature of interest in this installation
is the system of pneumatic tele-control, by which eel
the turbines may be started, stopped and reversed
and their speed adjusted from the bridge. Fig. 6
shows the bridge operating stand—which is prac-

9
4

mrs
0

T.S. Tank
9(S) 10 (P)

tically a duplicate of the operating stand in the
engine room—with its two levers for controlling
the turbines independently of each other. The Kall
dial gages are connected to pipes running aft to :
the engine room, and their indications show in- =
stantaneously that the desired action has taken
place. Of course, this bridge control does not :
interfere with the turbines being handled in the : Talila Nisee oss ao

FIG. 2.—DECK PLAN AND PROFILE OF THE NEPTUNE

T.S, Tank

ordinary way by the engine room force. In case,
however, of an accident to the steering gear of v
a twin-screw ship, its convenience and value would le
be recognized immediately, and it will perhaps ————
develop that there may be many other conditions Lee
in which its desirability will be apparent.
The speed of the turbine is controlled by a
centrifugal governor, the action of which is re- =>
sisted by a piston working in a cylinder against
an adjustable air pressure. The speed is varied
by altering the air pressure, and with the gover- H
nor in action at all speeds, racing, or even notice- ti
able variation in the speed, is impossible under ‘
any circumstances.

.
Zo

60
Boiler Hatch

Baro a Gar be my

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po EE

tL
40

oh Sb th

°o
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el ati ft

1
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--1-------1,.

100, 0

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a t

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C471
LL
20

AUXILIARY MACHINERY

There are two independent condensers, each
having 5,400 square feet cooling surface. The
tubes are 5% inch outside diameter, No. 16 B. W.
G. thick, and are tinned. Two centrifugal cir-
culating pumps, having 14 inches suction and
discharge, driven by 10-inch by 9-inch vertical
engines, are installed in connection with con-
densers. An auxiliary condenser of 1,000 square
feet cooling surface, with attached air and cir-
culating piston pumps, is installed for port use.

Tondo
ft,

ue.

'
Ca
!

Horie

~}--=--~---—~—-
1
|
|
i

Re eeeere eae

1
1
\

148 INTERNATIONAL MARINE ENGINEERING

APRIL, IQI2

FIG. 3.—ONE OF THE NEPTUNE’S TURBINES WITH REDUCTION GEAR, ERECTED IN THE BUILDER’S SIIOPS

There are two main and one auxiliary feed pumps, each of
the vertical simplex type, 14 inches by to inches by 24 inches.
Connection is only made between the fresh water supply and
boilers. These pumps discharge. through a cartridge type
grease extractor and multi-coil feed heater, or can be by-
passed direct to boilers. One duplex ballast pump, 12 inches
by 14 inches by 12 inches, is provided for pumping out the
double-bottom tanks and for pumping up the top-side ballast
tanks.

One 54-inch by 434-inch by 5-inch vertical duplex evapora-
tor feed pump.

One 7-inch by 4-inch by 7-inch horizontal simplex donkey
boiler feed pump.

One 12-inch by 14-inch by 18-inch vertical duplex cargo oil
pump.

Two evaporators, each of 20 tons capacity. per 24 hours, and
two distillers, each of 1,500 gallons capacity, are installed; and
there is a steam driven, ammonia type refrigerating plant to

FIG, 4.—TURBINE WITH COVER REMOVED

The following is a list of the small pumps provided and
connected up to perform their respective duties:

One 6-inch by 10-inch by 12-inch horizontal simplex bilge
pump. i

One
pump.

One 54-inch by 434-inch by 5-inch vertical duplex fresh
water pump.

One 6-inch by 534-inch by 6-inch vertical duplex sanitary
pump. :

One 6-inch by 534-inch by 6-inch vertical duplex distiller
circulating pump.

to-inch by 7!4-inch by 12-inch vertical duplex fire

cool a room of 2,000 cubic feet volume for ship’s stores.

Two 15-kilowatt, 125-volt, direct-connected electric generat-
ing sets are installed.

There are three double-end main boilers, built for a working
pressure of 200 pounds, each 15 feet 1014 inches mean diameter
by 21 feet 4 inches long, with four 4o-inch corrugated fur-
naces in each end, each furnace having a separate combustion
chamber. The total heating surface is 18,920 square feet. A
hot air forced draft system is installed, the air being furnished
by two blowers, each capable of delivering 30,000 cubic feet of
air per minute to the furnaces.

There is one donkey boiler, 8 feet diameter by 10 feet 6

APRIL, IQI2

inches long, built for 200 pounds working pressure and for
natural draft. It is fitted with one 44-inch corrugated fur-
nace, and has 650 square feet heating surface.

The winches on the Neptune were furnished by the Lidger-
wood Manufacturing Company, of New York. There are two
winches for each hatch, the control levers of which are
brought to one operator, who stands looking down into the

FIG. 5.—VIEW OF TURBINE, SHOWING EXHAUST AND STEAM CONNECTIONS

hatch. These winches are of the Lidgerwood universal type,
which are adapted to operate the marine transfer as installed
on the Neptune or to do any other of the regular work of
cargo discharge. They will hoist 3 to 4 tons on a single line
with rapidity and certainty, and are under absolute control,
both in hoisting and lowering.

When the marine transfer is used one of these winches
hoists, opens and closes the bucket, while the other winch
swings the bucket from the hatch to the end of the boom.
Each winch is controlled by a single operating lever, although
a foot brake is brought into the operation on the bucket winch
when it is necessary to open and close the bucket. One hun-

FIG. 6.—BRIDGE OPERATING STAND

dred tons of coal per hour has been discharged by each pair of
winches from the hold of the collier to a lighter, ship or dock
alongside. The winches are of very sturdy construction. They
have 9-inch by 10-inch double cylinders and piston valves.
The working pressure is 150 pounds. The gearing is of steel
and pinions of bronze, all with machine-cut teeth. The gears
and pinions are entirely covered with guards, so that it is
practically impossible to catch any foreign substances in the
gears, and also permits of very efficient lubrication. This
makes a very quiet, smooth running winch and reduces the
vibration to a minimum. The life of this gearing is consider-

INTERNATIONAL MARINE ENGINEERING

149

ably longer than the regular machine molded teeth, and the
efficiency is considerably greater.

The frictions are of the Spencer Miller metallic type, which
are not affected by water or operating conditions. The brake
on the bucket engine is all metallic, thus avoiding all troubles
which heretofore have been so common aboard ship. An
automatic brake is furnished on the swinging winch, which
holds the winch stationary against any load which the winch
is capable of hoisting when the steam is shut off by the operat-
ing valve. This automatic brake makes the operation simple
and safe without any care or attention on the part of the
operator.

All sheaves and bearings are bushed either with bronze or
babbitt metal, so that in no case does iron or steel come against
other iron or steel, which fact insures the operation of these
engines no matter for what time they have been out of service.
There is nothing exposed to the weather which is not simple,
or which has any tendency to corrode or be injured through
exposure. The parts of all of the winches are interchangeable,
so that in case of any breakdown a similar part from another
winch can be used with the certainty that it will fit.

Institution of Naval Architects
The annual meeting of the Institution of Naval Architects
for 1912 was held in the hall of the Royal Society of Arts,
John street, Adelphi, March 27 to 29. The following papers
were read and discussed:

WeEDNESDAY, MARCH 27

1. Some Military Principles which Bear on Warship De-
sign. By Admiral Sir Reginald Custance, K. C. B., K. C. M.
Gy Go Wo Os Miser

2. On Turning Circles. By Prof. W. Hovgaard.

3. The Law of Comparison for Surface Friction and Eddy-
Making Resistances in Fluids. By T. E. Stanton, D. Sc.

4. Description of the William Froude National Tank (Part
ID), Iby G, S, Balke,

TuurspAy, Marcu 28

5. Results of Trials of the Diesel-Engined Seagoing Vessel
Selandia. By W. I. Knudson.

6. Gas Power for Ship Propulsion. By A. C. Holzapfel.

7. The Effect of Bilge Keels on the Rolling of Lightships.
By George Idle and G, S. Baker.

8. Results of Calculations Regarding the Effect of an In-
ternal Free Fluid Upon the Initial Stability and the Stability
at Large Angles in Ships of Various Forms. By A. Cannon.

9. On the Solignac-Grille Boiler and Its Application in
French Channel Steamers. By Monsieur G. Hart.

10. Results of Experiments on Watertube Boilers, with
Special Reference to Superheating. By Harold E, Yarrow.

FripAy, MArcH 29

11. Geared Turbine Channel Steamers Normannia
Hantoma. By, Prof. J. H. Biles, LL. D., D. Sc.

12. Performance on Service of the Channel Steamer New-
haven. By Monsieur P. Sigaudy.

13. On the Measurement and Automatic Recording of Dead
Reckoning. By F. R. S. Bircham.

14. Description of a Tide Indicator.
Baugh, R. I. M.

15. The Arrangement of Boat Installations on
Ships. By A. Welin.

16. Torsional Vibrations of Elastic Shafts of any Cross
Section and Mass Distribution, and Their Application to the
Vibration of Ships. By Dr. L. Gumbel.

17. Load Extension Diagrams Obtained Photographically
with an Automatic Self-Contained Optical Load-Extension
Indicator. By Prof. W. E. Dalby, M. A., B. Sc.

The annual dinner of the Institution was held on Wednes-
day, March 27, at 7:30 P. M., in the Grand Hall of the Con-
naught Rooms.

and

By Commander G. J.

Modern

150

INTERNATIONAL MARINE ENGINEERING

APRIL, 1912

Practical Application of Marine Producer Gas Power Plants

The reduction of cost in the operation and maintenance of
the power plant of every type of craft engaged in commercial
service is of great importance, and some of the installations
which have been made in the past twelve months where pro-
ducer gas is being employed will undoubtedly show the pro-
gress which is being made along these lines. The operation of
producers on shipboard under the most trying and varying
conditions has demonstrated beyond question their ability to
meet the most difficult conditions, and one which accentuates
this feature very clearly is that described in the following:

The cultivation, propagation, catching and shipping of
oysters is a large and important industry extending from the

due to the lighter weight of the producer plant, its greater
compactness, and the smaller amount of fuel required to
operate the same distance as was formerly done with steam.
This holds true of all steam-propelled boats, and is a factor
which cannot be overlooked by an owner desiring to obtain
the maximum efficiency out of his equipment. Work on a still
larger boat of this type is under way, calling for a 250-horse-
power plant of the same make and type.

From the above figures, which are not theoretical calcula-
tions, but have been proved in actual daily service, the net
returns in this field to the owners of this type of boat are
sufficient to insure a comfortable income independent of what-

FIG. 1.—PRODUCER GAS OYSTER DREDGE

New England coast into the Gulf of Mexico. Thousands of
men are employed in it, and the oyster boats, a very large
proportion of which are propelled by gasoline (petrol) engines,
comprise a fleet which runs into large figures. In these boats
the motor not only propels the vessel but it is geared to hoists
which operate the dredges. When the boat reaches the oyster
beds the motor is slowed down to about one-quarter to one-
third speed, the dredges are thrown overboard and dragged
over the beds slowly; after a short interval (the length of
time depending on whether the ground is thickly or thinly
covered, one dredge is raised by throwing in a friction on the
drum hoist, and after the dredge has been pulled in over the
rail the friction is thrown out and the oysters are deposited on
deck. The dredge is then lowered over the side-and the other
dredge raised, this alternate raising and lowering of dredges
continuing during the day. It will easily be seen that this
causes a very uneven load on the motor, the load varying from
one-quarter power to full power instantly. After the desired
number of bushels have been raised the throttle is opened up
and the boat driven at full speed to the discharging station.
Fig. 1 shows an oyster dredge, 66 feet long over all, 22 feet
beam, 6 feet 3 inches draft, which is being equipped with a
150-horsepower producer-gas plant. The engine will be a four-
cylinder, four-cycle reversing engine, 12 inches bore, 18 inches
stroke. This boat was formerly propelled by steam, but the
economies obtained in smaller boats which have been equipped
with producer-gas power indicate that the substitution of
producer gas for steam power will reduce the fuel consump-
tion to about one-third that of the old and smaller steam
equipment. In addition to this it is found that the carrying
capacity of the boat will be increased not less than 50 percent,

ever the boat may do as a bread winner as she is powered at
the present time.

Coastwise schooners of almost every conceivable size are
frequently handicapped by their inability to make port under
adverse weather conditions. Their value as cargo carriers
would be greatly enhanced if their time of arrival at, and

FIG. 2.—75-HORSEPOWER WOLVERINE ENGINE FOR PRODUCER GAS
INSTALLATION

APRIL, 1912

departure from, port could be established by using a power
plant which would, to a large extent, eliminate the uncertain-
ties of wind and weather conditions. This feature is well
known to the coast trade, but the question of securing an
auxiliary source of power which will prove reliable and eco-
nomical is one which has been hard to find.

Fig. 3 illustrates a three-masted schooner, 109 feet long over
all, 22 feet beam, 7 feet draft, which plies between Miami and
Key West, Fla. This schooner carries freight and a few pas-

FIG. 3.—PRODUCER GAS AUXILIARY SCHOONER

sengers between the two ports mentioned, and was formerly
equipped with a 50-horsepower four-cycle motor. Recently
this engine has been removed and a new 75-horsepower, three-
cylinder, four-cycle heavy-duty engine installed. As the new
engine was run on gasoline (paraffin) before the producer
plant was placed aboard, a splendid comparison of operating
cost was obtainable under precisely the same conditions. The
fuel costs given in an extract from a letter from the manager
of the line were thus obtained under normal every-day con-
ditions :

“We have always sent $65 (13/10/10) worth of gasoline

FIG, 4.—PRODUCER GAS-DRIVEN RIVER BOAT

(petrol) to make the round trip, and we sent instead this
trip $10 (2/1/8) worth of coal.”

As this vessel makes two round trips a week it can readily
be seen that the difference in cost of operation between gaso-
line (petrol) and producer gas amounts to over $100 (20/16/8)
a week. 4 ;

The light-draft river boat shown in Fig. 4 is 114 feet long

over all, 23 feet 2 inches beam, 3 feet draft, and is equipped

with a 75-horsepower producer plant. This boat will be used
in carrying freight and farm produce on the East Florida
canals. As an example of an economical freight carrier she
will be unique, and further details regarding her operation,
including the cost of fuel, etc., will be given at some later date.

These are merely cases cited at random from the large and
increasing number of craft equipped with producer gas, and
all indications point to a very lively interest by the public

INTERNATIONAL MARINE ENGINEERING I51

whose business is identified with water transportation, as it
presents an opportunity for increasing the earning power of an
investment by an economical, simple and reliable source of
power.

Steamship Espagne for the French Trans-

Atlantic Service
The new steamship Espagne has been added to the French
Line’s fleet. Her general dimensions are as follows:
Total length 561 feet.
Length between perpendiculars..... 539 feet 4 inches.
Breadth (outside plating included). 60 feet 9 inches.

i i i i crc ay

Depthetomuppersdeckaacdemeererireiae 38 feet 9 inches.
slotaladisplacementaeereeeeeereacte 13,700 tons.
Dratoee renee ee ee erties 23 feet.
Gross register tonnage............. 11,155 tons.

Indicated horsepower (per contract) 14,000 horsepower.
Speed teaver amen eutsieaieare 19.5 knots.
The hull is of Siemens-Martin mild steel, and the upper
work of high-tensile steel. She is double-bottomed nearly
her entire length. She can carry 1,461 tons of water. She

FRENCH STEAMSHIP ESPAGNE

is divided into fifteen watertight compartments and has six
decks, four of which extend from end to end of the vessel.
The third ’tween deck is devoted to the cargo and bunkers,
parcel and mail rooms, safe and passengers’ luggage. This
latter is accessible at all times during the voyage. On this
deck are the store and provision rooms and the refrigeration
rooms. The second ’tween deck is devoted to third class
steerage passengers, the crew, etc. The forward deck of the
first tween deck is set aside for first class passengers, the
after part to second class. On this deck, alongside the boiler
rooms, are the gallery and petty officers’ rooms. On the main
deck is the forecastle, 56 feet 7 inches in length, in which is
located the hospital, infirmary, etc. The central part of the

deck is devoted to first and second class passengers. The
dining saloon has a seating capacity of 142. Tables to ac-
commodate from two to ten persons are provided. The

decorations are the Spanish style of the eighteenth century,
ornamented with profusely carved dark wood and fine pictures.
The second class dining saloon is the Louis XVI. style, and
seats sixty-four people. The space between the first and
second class dining rooms is divided into staterooms.

The promenade deck has a length of 427 feet. The forward
deckhouse contains four cabins-de-luxe, most luxuriously
fitted up, consisting of bed-room, drawing-room and bath. A
large first class social hall is provided, being 39 feet 4 inches
by 36 feet, in the Louis XVI. style. This saloon provides sixty
seats. It is beautifully lighted electrically. In the center of
the main deckhouse is provided officers’ accommodations and
the wireless station, together with the operator’s stateroom

152

A conveniently situated and beautifully decorated smoking-
room is provided for each class of passenger. There are eight
cabins-de-luxe, 119 first class staterooms, 35 second and 16
third class and 8 large steerage passengers’ rooms, the total
carrying capacity being 302 first class, 106 second, 90 third and
g16 steerage. Thermostats regulate the ventilating apparatus
and steam heat, and electric lights are provided throughout.
The cabins-de-luxe are fitted with electric radiators and fans,
which are under control of the occupants. The ship will
carry 5,270 tons of cargo and 2,990 tons of coal.

Her boilers are twelve in number, of the cylindrical marine

INTERNATIONAL MARINE ENGINEERING

APRIL, IQI2

type, 15 feet 8 inches in diameter and 10 feet 11 inches long,
with three furnaces, each of the Gurley pattern. They carry
200 pounds of steam, the grate surface being 743 square feet
and the heating surface 31,290 square feet. The main engines
are two in number, of the triple-expansion four-cylinder type,
of the following dimensions in inches: 33.5, 54, 67 and 67, with
59-inch stroke. They are designed to give 7,000 indicated
horsepower at 90 revolutions. The speed is 20 knots.

This ship is one of the, best products of the Société
Anonyme des Chantiers & Ateliers de Provence of Port-de-
Bouc and Marseilles.

Japanese Turbine Passenger Steamship Shinyo-Maru

When the Toyo Kisen Kaisha gave the order for three
13,500-ton passenger steamships, capable of steaming 19 knots
and driven by turbine engines, to the Mitsu Bishi Dockyard &
Engine Works, Nagasaki, considerable astonishment was ex-
pressed in shipping circles, and the result was awaited with
much interest. Two of the vessels, the Tenyo-Maru and the
Chiyo-Maru, have been in service some time, and are re-
garded as among the most comfortable liners on which to
cross the Pacific. Recentiy the third, the S/inyo-Maru, left

‘cannot be heard with the ear. This is the first sounding in-
strument of its kind to be introduced on trans-Pacific ships.
The dimensions of the vessel are as follows:

Lengthy ycioe ce aieestacss iarciiraa atone eens 575 feet.
IB Tead thiseyenny reese eats ine none Cae 63 feet.
DepthuupmopWkdeckseererrrertice iver 38 feet 6 inches,
Depth up to C deck......... Ai ysraeys 46 feet 6 inches.
Height between B and C decks.... Q feet.

SHINYO-MARU

Nagasaki on her maiden voyage, but without passengers, the
scheduled trip beginning at Kobe. The turbines of the Tenyo-
Maru and Chiyo-Maru were made in England, but those of
the third vessel are the product of the Mitsu Bishi Company,
which possesses the patent rights in Japan for Parsons’ tur-
bines, and to that extent the Shinyo-Maru is more completely
Japanese than her elder sisters.

The new boat is double-bottomed throughout, with ten
watertight bulkheads and numerous watertight doors, auto-
matically arranged so that all or any one of them may be
instantly closed from the bridge. The wireless apparatus has
a working range of over 3,000 miles, and an automatic sound-
ing apparatus is fitted which enables the navigator to find his
position in thick fog by picking up land noises and bells that

Capacity in Tons—

GLOSS! 34s Seperate ave tess ioverenetlete eave - 13,377.38
DisplacementEneneeeee a eeener eee F OOO
(CENTHO) CAMACIAY oo o0cc0dg00008 Boscoe Oisy
Accommodation—
INNATE CASScoooccovcnve RN oi 210
Sasol GHSSococcsoccoo0sn000 57
Weriel GAGS. 6occocoes PA Brat Sic 754
1,021
Speed attained on trial trips........ 21 knots.

The bulk of the cabin space is devoted to first class re-

APRIL, 1912

INTERNATIONAL MARINE

ENGINEERING

153

OBSERVATION ROOM

quirements, and no trouble has been spared to make the
traveler comfortable. All the latest inventions and innoya-
tions have been applied and the furnishing has been done in
excellent taste, both comfort and health being studied. The
berths were made by a London company, and are mote roomy
than those usually found on steamers. An electric reading
lamp is attached to each berth in addition to the usual cabin
lights. For wealthy travelers or invalids two suites of rooms
are provided, each consisting of a sitting room, bedchamber

and bath. Electric fans cool and ventilate each cabin, and
there are heating arrangements for use in winter. ‘

The first class dining saloon, as is usual with the latest type
of ocean liners, contains only small tables, each seating six or
eight persons. It is a commodious and well-ventilated apart-
ment. with windows opening onto the C deck. The grand
stairway entering into the saloon is decorated in magnificent
style. A large brocade panel forms the principal decoration,
the subject being Cherry Blossom, significant of the spring and

LOUNGE

154 INTERNATIONAL MARINE ENGINEERING

emblematic of the steamer’s name Shinyo, or Spring Ocean.
Immediately above the dining saloon is the drawing room,
which is decorated and upholstered in excellent taste. It
abounds in easy chairs and cosy corners. On the same deck
are the writing-room, the lounge and the smoking-room.

On what is known as the A deck—the boat deck—there is
a palm house, with beautiful palms and ferns, forming a
pleasant observation saloon. Arrangements have also been
made for passengers to dance and swim if they wish to do so—
a space being left on the B deck for dancing and a swimming
tank of large dimensions being placed forward of the dining
saloon.

The second class accommodation is on the D deck. The
cabins are very fine and even better than are found on many
first-class steamers. The smoking-room and dining saloon are
elegantly furnished for the comfort and pleasure of passengers
who desire to travel at the cheaper rate. On E and D decks
are the accommodation for steerage passengers. These quar-
ters are exceptionally neat, clean and well ventilated.

For handling freight the vessel has been well equipped for

ApRIL, 1912

deduction. The total tonnage deducted under this head is
210,031 tons higher than the similar figures of IgIo.

Locomotive Marine Stages

The problem of carrying on work in a rough or smooth sea
without delays and loss due to disturbing influences has been
solved in an interesting way in England, where there has been
in successful use for more than a year a form of locomotive
marine stage invented by a civil engineer of Scrubwood, Wen-
dover, named Robert A. A. S. Piercy. The first of these
stages was tried at Peterhead, Aberdeenshire, where
it was employed with great success in removing a ledge of
granite that extended across the entrance to the harbor and
endangered the vessels of the fishing fleet at low tide and
during storms. Ten thousand tons of rock were blasted and
removed with the aid of the locomotive stage. Two similar
stages are in use at Whitby harbor and one at Dover.

The means by which mobility is obtained is ingenious and
of great interest. The staging consists of two principal mem-

MOVABLE STRUCTURES USED IN HARBOR ENGINEERING WORKS

loading and discharging cargo. She has twelve hatches, six
derricks with twelve booms, also twelve 4-ton winches. The
two foremost posts and booms are built for heavy cargo,
having a lifting capacity of 25 tons each.

The total addition of steam tonnage to Lloyd’s Register
of shipping in the United Kingdom during 1911 has been
1,334,387 tons gross, and of sailing tonnage 21,864 tons gross,
or in all 1,356,251 tons gross.

Of the tonnage added to the Register about 9234 percent
consists of new vessels, practically all built in the United
Kingdom. The largest item among the other additions to the
Register are those of vessels bought from foreign countries
for the United Kingdom, viz., 82,757. tons.

The gross deduction of steam tonnage from’ re Register
amounts to 854,483 tons, and ef sailing tonnage to 163,551 tons,
or in all to 1,018,034 tons. Of the steam tonnage nearly 24
percent and nearly 2614 percent of the sailing tonnage in-
cluded in these figures have been removed on account of loss,
breaking up, dismantling, etc. :

The tonnage sold.;to foreign owners during 1911, which,
however, includes a considerable amount. intended for
breaking-up purposes, is returned at the record figures of
730,485 tons. The steam tonnage deducted.on this account is
616,546 tons, and the sailing tonnage 113,939 tons, or over 72
percent, antl about 69% percent, respectively, of the gross

bers, both of truss or bridge construction. One is consider-
ably smaller than the other and is placed inside of it, as shown
in our illustration. Each of these is supported by four
vertical legs or spuds of Oregon spruce, 80 feet in length,
placed at each of the four corners and enclosed by a truss
column. The columns are tied together by horizontal trusses,
giving both the outer and inner structures independent rig-
idity in all directions. The spuds work in guides, and are
capable of vertical movement, each independent of all the
others. Means are employed for raising and lowering the
spuds. When the four spuds of the inner structure are raised
clear of the bottom the entire weight of the stage is sup-
ported upon the four spuds of the outer structure, and vice
versa.

By suitable means, not. shown, the bridge carrying the inner
structure can be moved longitudinally of the outer structure
after its spuds have been raised. Its entire weight then rests
on rollers that travel on the upper track portion of the second
structure. When it is desired to move the outer structure its
spuds are elevated until the weight of the whole stage is car-
ried by the spuds of the inner structure, when it can be ad-
vanced upon the rollers upon which the lower track portion

' rolls.

If the nature of the work to be done is such that radial
motion is very desirable, the side members of the outer struc-
ture can be bent to the arc, so that the movable bridge can
turn on its center like a turntable.

155

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‘SSVW ‘AONINO ‘GUVAdIHS UAAIN AYOA AHL LV NOILONALSNOD ATANN ‘LNAWAOVIdSIA SNOL 00G‘9Z AO ‘VIAVGVAIN dIHSAILIVE ANILNADAV

oe
She

INTERNATIONAL MARINE ENGINEERING

156

An Air-Reversing Propeller

While the air reversing propeller is not a new idea, that
designed by L. H. Coolidge, marine architect and engineer of
Seattle, Wash., for the barkentine Archer, which has been
fitted with a marine producer gas installation, is not only the
largest yet cast, but it combines a number of new features.
One feature of this big propeller, which is 82 inches in dia-
meter, with maximum pitch of 82 inches, is that a center is
used that never before has been brought into play. This
propeller has been designed and cast with an extreme nicety
as to detail. The workmanship on it is practically perfect.
The trunnions have been protected with jib blocks. Every bit
of space has been cared for and each recess is nicely machined
out, perfecting a nice working fit. Another difference in this
particular propeller is that the propeller is carried on the coy-
ering bushing, which is four feet long and ™% inch thick,
boshed up to one inch at the after end. It lies in lignum vite.
The bushing is riveted and boshed up and the hub is put on
with threads and three keys.

The wheel is carried on a 634-inch steel propeller shaft, on
the end of which is fitted a triangular bronze fitting having
recesses which engage the trunnions on the roots of the pro-
peller blades.

The hub is cast in two parts, the forward part being carried
on the bronze casing, which extends through the stern tube
into the vessel and has yokes and collars at the inner end to
which the plungers from the air cylinder and dash pots are
attached. This casing is movable fore and aft over the pro-

COOLIDGE AIR REVERSING PROPELLER

peller shaft by means of compressed air, admitted to the
cylinders on either end of the pistons. The air control levers
are mounted on a standard which is situated near the throttle
of the engine so that it can be easily reached by the engineer.

The cap or after part of the hub is provided with an ad-
justable center by which the desired pitch of the blades is
fixed. This center also carries a thrust load to the propeller
shaft. The cap or after part of the hub is secured to the for-
ward half with six Tobin bronze studs.

The hub and blades are cast from manganeze bronze, while
the bushings and minor parts are red bronze. The weight of
the propeller is practically one ton. The blades are inter-
changeable and the vessel carries an extra set, this being thus
equivalent to a built-up propeller. Ample bearing surface is
provided for the blades and the hub is designed with sufficient
strength to withstand without injury anything which would
break down the blades. The blades can be handled practically
fore and aft. The release clutch is between the engine and
propeller, so that the engine can be run without the propeller
being in action.

In the accompanying illustration the propeller is shown as
it appeared in Mr. Coolidge’s office. The markings on the
blade shows the cut made by the grinding wheels.

INTERNATIONAL MARINE ENGINEERING

APRIL, I9I2

New Floating Dock for Rotterdam

A new double-sided self-docking floating drydock, 365 feet
long and 81 feet wide, has been built by Messrs. Swan, Hunter
& Wigham Richardson, Ltd., for the Wilton Engineering &
Slipway Company, Rotterdam. The dock is of the type known
as the bolted sectional dock, and was designed by Messrs.
Clark & Stanfield, of Westminster. This dock combines the
advantages of the great longitudinal strength of the box type
with facility for self-docking. The dock is built in three

SECTIONAL FLOATING DRYDOCK FOR ROTTERDAM

sections, which are bolted together, and are disconnected only
when self-docking is required. Any two sections of the dock
can lift the third section to a height sufficient to allow barges
and workmen to pass underneath. Electric-driven centrifugal
pumps are used, independent sets being furnished for each
section of the dock.

Steamer for West Indian Trade

About the end of November Messrs. Russell & Co. launched
from their extensive yard at Port Glasgow, Clyde, the screw
steamer Crown of Toledo, for the Clyde and West Indies
service of Messrs. Prentice, Service & Henderson, of Glasgow.

The dimensions of the Crown of Toledo are: Length be-
tween perpendiculars, 455 feet, 56 feet 3 inches beam, extreme,
39 feet molded to shelter deck. Her gross tonnage is 6,100
tons, and she has been built to the highest class in the
British Corporation Registry to secure a full Board of Trade
certificate for passengers. The masts are the latest type of
twin masts, forward and aft, for the purpose of carrying a
large number of derricks for rapid cargo handling. There is
a complete installation of electricity throughout and all the
fittings are first class.

As Messrs. Russell & Co. are not engineers the machinery
is supplied by Messrs. Dunsmuir & Jackson, Govan. The pro- -
pelling engines have cylinders 28, 46 and 77 inches by 54 inches
stroke. There are four boilers, each 15 feet by 12 feet, de-
signed for 180 pounds working pressure. ‘There are three
furnaces in each, 3 feet 8 inches diameter inside, of Deighton
section Stephen & Gourlay ends, fitted with Howden’s forced
draft.

Among the auxiliary machinery are eleven steam winches
of Clarke, Chapman & Company’s latest Cyclops pattern, and
windlasses, also by Clarke, Chapman & Company, of the
direct-acting grip type. The steam steering gear, by Caldwell
& Company, is fitted aft, and is controlled by telemotor gear.
The pumps are of Weir & Company’s make.

APRIL, I9I2

INTERNATIONAL MARINE ENGINEERING

157

Communications of Interest from Practical Marine Engineers

Incidents Reletian to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Weak Points in Steamship Design

Common sense is as great a necessity in marine engineer-
ing and shipbuilding to-day as it ever was. “A” says put in
a condenser of so many square feet of cooling surface to take
care of the steam from such and such size engine. Now
“B” orders a ship of the same dimensions and power, but a
different yard builds it, and they say, “How many square feet
of condensing surface did Mr. “X” put in that boat,’ and as
soon as they find out, Mr. “Y” puts in one of the same di-
mensions. There may be a change of detail, but the same
blessed number of square feet is there, and so are the same
troubles. Oil in the boilers? Why, of course, that is where
it should go, so that the cost of an extractor can be saved;
and again, oil gives no trouble on a drawing. TFeed-water
heater? Yes, have one by all means; there is bound to be
a saving. Take the steam from the receiver or boiler and
throw the exhaust from the auxiliaries into the condenser.
That is where the saving comes in. Evaporator? What use
is an evaporator, anyhow; there is plenty of water in the
ocean, and you can blow down. Steam separator? All non-
sense; there is room between the rods and packing for water
to leak through, and what are relief valves for, anyhow?
Only an ornament. What is the coal pile for if not to use as
much of it as you desire?

Poor Mr. Engineer, these things are nothing to you. What
if your crown sheet comes down, and you lose your ticket?
There are others. And again, time in the drawing room is
more important than wasting it by trying to analyze a problem
as it should be. I have in mind the chief engineer of a promi-
nent shipyard who, if he saw you computing anything, had a
fit of several hours’ duration. You were expected to copy
from other drawings and say: If r=1% inches and y=3
inches and you want to know V; from the VY on the other
engine, then all you have to do is to perform a parrot stunt,
and say 1.5 inches is to 3 inches as V is to V1. When you have
finished this rot, you have an engine that looks like the deuce,
and which you are expected to modify by eye. Talk about
scientific design! The world is full of it. But to get back on
the track of our trades.

First consider the separator. Think what it would save in
one year. Now take the practice of fitting an automatic valve
to the well of a separator and let it dump into the filter box.
Oh, is this not joyful, when we can pipe right from the well
to an auxiliary ‘or auxiliaries having no flywheel, for they can
run on steam of dryness factor of .70 as well as not? Right
here is a point of economy. What a saving on packing;
what a saving on relief valves, and what a saving on nerves!
A separator is one of the most important factors of economy;
and how much better the old mill works on steam witha little
less water, and how much better the indicator diagram looks.
You feel as though there was a safety-gate between you and
eternity.

Next we come to the grease extractor. Is it not fine to
come into port, and, after cooling down the boilers, get into
them, and see the total absence of grease, and see the surface
just salted to the proper point? Then you come out, feeling
just fine, and knowing that there is no sign of corrosion or
pitting; and ,then you go over the feed line, filter box, etc.,
renewing the burlap in same, and thinking that now you do

Breakdowns at Sea and Repairs

not have to depend on those and the product of the farm.
Straw is good for some things, but not for others. You
look over your cartridge, and perhaps you have to renew one
in the extractor; but, pshaw! this is a pleasure. You look at
your heater and that is clear.

Next comes the heater. Why be satisfied with an evapora-
tion of 8 pounds of water per pound of fuel when you can
just as well evaporate 10.5 to 11 from and at 212 degrees if
you get the proper temperature of feed to start with? Then
your auxiliaries are sending their waste heat, to a place where
it counts, and you are showing the owners results. What is
your saving? Why, 1 percent for every 10 degrees. You
are getting steam without any trouble, and when you come
into port your log shows a fine run and small coal consump-
tion. How do you feel? There is no need to ask, the results
are evident.

Now your evaporators need looking over. Well, they have
worked well on the run; they have given the extra feed, and
they have required very little attention; the density has been
kept proper, and the coils are very little coated. And, by the
way, boys, I have a pump that is designed for the work,
and you do not have to stand with a microscope to see if it
is running. This pump is not too large, neither is it small;
but at a decent number of strokes or double strokes, you can
see it moving, and need not wonder if the confounded thing
has shut down and you have the warning from another source.
Then, again, I can get that water through at the proper tem-
perature, because it is designed properly, and altogether I am
happy. What is the saving? Well, boys, some day I am going
to take you out for a walk, and I am going to take two con-
ditions and show you the saving in good plain English—no
calculus, nor any juggling of figures—but the plain log-book
talk. Now that we have all of these, is it not fine to indicate
our engines and get our valves where we want them, and see
the fine steam line, the fine compression curve, and get a
noiseless engine, and one in which we have the work as nearly
equally divided as it is possible to get it?

Engineers, listen! This is up to you. It is up to you to go
to your owners, and to protect their property and your own
lives and nerves. You will never get it out of the drawing
room, for they are going to give you as little as is possible. It
is their pleasure and privilege to forget the thing as soon as
it is out of their hands and to sit by a warm fire at night and
read, while you, who are out on the stormy billow have it all
to look after and keep up. I say that the sea-going engineer
has got to assert himself, and he can be a great factor in the
proper design of ships and engines, and it is his duty to do so.
The owners. are, as a rule, business men, and why they do not
insist on having all that goes for economy is beyond me. I
need not call your attention to the ships running to-day that
are simply coal eaters; and why? Because they will not in-
stall saving appliances; and again why? Because they won’t
listen, and permit you to prove to them what you can do.
A naval architect and marine engineer should insist upon
installing everything that he knows is good, and which will
show a saving compatible with the expense of the installa-
tion; but some of them don’t know, others don’t care as long
as they get the commission to design something that makes a
noise like a steamship, boat, or other floating object.

158 INTERNATIONAL MARINE ENGINEERING

Now here is Mr. “A.” He is a fine engineer, and has been
to sea longer than I have; and as I have the commission to
design this steamer I am going to have a talk with him, as he
is going out as chief of her when she is built. 1 go, and have
my talk. I learn the weak points of his present ship, and I
learn many things as I talk; and, as my design takes shape, I
call him in and say: “Mr. ‘A,’ there is the design; have you
any suggestions to make”; and perhaps he has, and I discuss
them with him. I tell him I am going to design the engine,
thus and so, and give him plenty of room. I am going to cut
away from this grand and noble thing called shipyard practice,
and I am going to make all my main bearings longer than this
so-called practice, and I am going to design my bed-plate so
that I won’t have a rocking-horse such as this good old ship-
yard practice produces, and I am going to reduce all clear-
ances, and use piston valves—not plugs, you understand—
through which you can see daylight when they are cold; and
I show him that I have designed the guides, which are of the
all-round type, so that there is no deflection, because I have
spent some time and computed them and designed for stiff-
ness as well as strength, which is not the good old practice.
And oh, Mr, “A,” lest I forget, I have incorporated a sep-
arator on the main steam line, an evaporator, a heater and
grease extractor, and my pumps are all designed to take care
of working conditions, as well as over-load without giving
you heart failure. And here is the hull—you see, I have
made the engine seating very stiff and rigid. You will note
that I have arranged certain details as per your ideas. And,
say, they are fine, too. It costs no more, and may even
cheapen the cost of construction.

Now, what is the result? I go to the owners, and go over
the figures and prove to them, not by hypothetical cases, but
by actual results, that their new boat will save them so much
more per year and carry freight for less per ton mile than
this old ship. What is the result, again? This ship is built and
the engineer feels that he is of some moment. He takes great
pride in her, and he proves my figures, and by his ability he
shows even greater economy than I promised.

Are such men worth having? . Is it an impossible condition?
I am willing at any time to prove that it is a true condition,
and even underrated than otherwise. Please remember that
it is one thing to build cheaply and have an expensive ship
and lose money, and another thing to go to a little more ex-
pense in installing proper appliances in a ship and making her
a money-maker. There is still another thing; let us have
bright, thoughtful knowledge-seeking engineers, and remem-
ber they are the boys that, with proper means, can show re-
sults; and they, as a body, are only too anxious and willing
to show their ability. I admire them; I have been one of
them; and if their advice was taken many a failure would
have been a success.

There is in the average shipyard a feeling of contempt for
the sea-going man—and justly so, because when a sea-going
engineer is selected to superintend construction, they know he
will insist upon having certain things. I know several in-
spectors who are sea-going engineers, and they have been
handicapped by the builders, and even by letters written by
the shipbuilding company, about their inspector, but in every
case the owners have upheld him. I can point to one case
in particular, and the work shows how faithfully he per-
formed his duty; and I can say while he had his trouble, his
work speaks for itself, and the performance of the boats are
up to expectations. Let us as naval architects and marine
engineers welcome the assistance of the practical engineer, and
have his confidence, and get his views, and I guarantee that
his assistance and suggestions will not only react to our credit
as professional men, but to the advantage of those who em-
ploy us to do their designing.

Cuartes S. Lincu.

APRIL, 1912

Between the Engine and the Propeller

Every one who has gone down to the sea in ships as a
marine engineer will know that a good proportion of his trials
and tribulations have occurred in the region between the
engine and the propeller. Whether he be a Scotsman or not
he will always regard the shaft tunnel with an air of cautious
reserve, and he will never be persuaded to take the thrust
block into his confidence as a bosom friend. Things are far
too likely to happen there, particularly if the vessel is at all
cranky and throws sudden and unexpected stresses upon the
propeller shaft and its belongings.

Here is a little incident which may illustrate the force of
these remarks. While a vessel was working its way through
the Bay of Biscay in weather which would not have suited a
Cook’s tourist it was noticed that one of the couplings on
the propeller shaft seemed a good deal looser than was con-
sistent with the safety of the vessel. The engine was stopped
and the engineers set to work to tighten up the coupling bolts

Sternway
White Metal
Fixed to Shoe

with a key and a quarter-hammer. One of the coupling bolts
must have been very badly strained, for when pressure was
applied in the manner mentioned the nut and the screwed end
came away suddenly, the broken end showing a rather crys-
talline but quite a clean, new fracture. This was a predica-
ment which had to be faced pretty promptly, as the vessel,
having no way upon her, was properly in the trough of the
sea. An attempt was, of course, made to drive out the shank
of the coupling bolt to put in a spare one, but it was far too
tightly wedged in for such simple measures to be taken. There
was, of course, no time to drill the faulty bolt out, so that the
temporary measure shown in Fig. 1 was adopted. An inch
tapping hole was drilled about 4 inches down into the bolt, and
after the hole had been tapped a stud was put in and forced
tightly home. In the meantime a large washer had been made
out of a piece of boiler plate. This was slipped over the end
of the stud and a nut was screwed on as tightly as possible. In
this way it was reckoned that even if there was a tendency
for the stud to work loose and drop out when the engines
started to run again this would prevent it, and as a matter
of fact this makeshift repair carried the vessel through until
the next port was made, when the broken bolt was drilled out
and a spare one inserted in its place.

Another little incident which is not without its peculiar

APRIL, IQI2

interest may be related. In one ship which traded between
Great Britain and the United States it was found that there
was not sufficient engine oil in the stores to carry the engine
home to its British port, and some more oil was ordered in the
American port of call. This oil did not recommend itself to
the engineers on its arrival, as it was very thick in appearance.
No aspersion is here cast upon American oil, as good oil can
be got in the States as in England, only it happened that the
engineers struck a bad streak of luck with this particular con-
signment. As they were very doubtful about it, and as it was
too late to change it, they came to the resolution to use it first
of all upon the thrust block and see how it went on before
they used it on the whole engine. They were afterwards very
sorry that they used the thrust for experimental purposes;
they wished it had been a donkey pump. They put the oil into
the thrust at 6 o’clock at night, and it seemed to work all
right. The thrust block had a continuous flow of sea water
through it, which, of course, helped matters considerably, and
no heating whatever was perceptible. About 3 o'clock next
morning, however, the third engineer, who was on watch,
awakened the first out of a deep and virtuous sleep to inform
him that matters of interest awaited him in the engine room.
By the time he had got there the main bearings of the engine
were getting uncomfortably warm, and one of them was
sparking. This was due to the fact that the engine shaft had
worked forward because the white metal liners of the thrust
block shoes had simply been ground away for an eighth of an
inch. The group of sketches in Fig. 2 will explain the arange-
ment which was in trouble. On the headway side of the thrust
block shoes there were white metal loose liners, supported on
three studs, as shown, while on the sternway side the white
metal was fixed to the shoe. When the engines were stopped
and the thrust blocks taken out it was found that the oil-ways
shown in the sketch were gone altogether, and the headway
liners were hanging loose. These were therefore taken off and
new oil-ways were cut in them. In order to make up for the
lost thickness mentioned above some iron liners % inch thick
were made and placed on the studs behind the white metal
ones, being cut and drilled to the same dimensions as the white
metal. This effectively took up the wear. Then the thrust
block and oil boxes were thoroughly cleaned out before the
shoes were put back, and a change back made to the kind of
oil which had been used on the outward trip, it being resolved
that whatever part of the engine had to make out with the
new oil it should not be the thrust. As a matter of fact the
new oil was far too thick and clogged up the oil-ways, and
when some of it did get down to the working surfaces it could
not stand the pressure upon them.

It is, fortunately for the peace of mind of the marine man,
not often that anything so serious happens as the total fracture
of the propeller shaft, but it is an eventuality which has to
be faced, and it may therefore be not without interest to relate
how an incident of this description was coped with. The
sketch in Fig. 3 will illustrate the way in which a broken
tunnel shaft was repaired. The trouble originated in the bear-
ing, this becoming weak because it frequently got hot and was
cooled out again too suddenly by passing sea water through
the water-service pipe. This heating of the bearing was in
the case considered quite unavoidable, as it was due to the
sagging and hogging of the ship when she was loaded and
light. The result was, however, that it broke in the bearing,
and this immediately resulted in the fracture of the shaft as
shown. Fortunately the vessel was not far away from the
home port when the accident happened, so that strictly tem-
porary measures were taken. The broken bearing was first of
all cleared out of the way, and then the shaft was shored
up so as to bring the faces of the fracture close together.
The shaft was a steel one, and the alternate cooling and heat-
ing had made it quite crystalline, so that the fracture was a
very clean one. When the shaft had been brought into posi-

INTERNATIONAL MARINE ENGINEERING

159

tion wooden steadiments were made out of hatches to take the
weight of the shaft. Bolt holes were drilled into the shait, as
shown, and bolts secured to it. Some heavy chain was secured
from the deck, and this was wound round and round the shaft,
one end being secured by means of a shackle to one of the
bolts. The direction of winding was such that when the boat
was going ahead the twist on the shaft would tend to tighten
the chain on the shaft. It was brought into very tight con-
tact with the shaft in the first instance by using strong chain
blocks to draw it tight, and before the tension was released
the other end of the chain was secured by a shackle to a bolt
in the other portion of the shaft. This was a somewhat un-
conventional mode of repair, but it answered well in practice,
and the ship was brought home safely by running at a little
over slow speed, and taking care never to put the engine
astern. It may be mentioned in connection with this accident
that on examinations of fractures in propeller shafts, except
where they occur at the thrust block and near the coupling
flanges, it is nearly always found that they assume a diagonal
direction across the shaft, and one could think, therefore, that
possibly the thrust along the shaft has as much to do with
the fracture as has the torsion. ;
In concluding these brief notes on troubles between the
engine and the propeller, there is no intention to discourage
the younger engineers, but rather to point out to them what
might happen, in order to put them on their guard. The in-
cidents also point to the fact that, other things being equal,
the nearer the engine is to the propeller the better it is for the
peace of mind of the engineers. OBSERVER.

Repairing an Eccentric Rod

As my repairs of the coupling, or rather shaft, in your
August issue seem to have met with favorable notice, I give
a sketch of a repair I once made at sea. In this case, how-
ever, a new eccentric rod was put in on our making port,

The break occurred early one morning when the Santos
was about a day and one-half from our English port. No
damage was done when the eccentric rod parted, and as shown
in my drawing the break was very clean. I had the “Y” part
taken out at once and put in the ‘“‘machine shop,” as it was

REPAIR OF A BROKEN ECCENTRIC ROD

called aboard ship. All there was in it was a lathe (self-
acting) and an emery wheel.

The length of the rod below the break was about 4 feet 6
inches. I smoothed up the face of the break and quick-
punched the top half, drilling a 34-inch hole about 2 inches
deep in it. I took considerable care to get this hole exactly
in the center of the rod and drill its mate in the other broken
part so as to have it match.

The long piece was awkward to drill, a¢ I had to take the
tail stock off the lathe and block up against the bulkhead, and
feed the piece forward for drilling with a small screw-jack.
Getting this right in the center was a lot of trouble, and even
with all my care the pieces did not exactly match when I
brought them together with a pin to hold them, as shown in
my drawing.

The feet of the “Y” part were about 10 inches wide from
outside to outside, and of course there were holes for the link
brasses, and I had no trouble in bolting this “Y” piece by these

160

feet to the face plate of the lathe and centering it, and with
a dog on the drill I could drill the hole with great ease. Before
taking the piece out of the lathe I turned the groove A, which
was about 34 inch wide and 5/16 inch deep. I put on the back
stop (or what they call here a steady rest, but on this point
there seems to be a row), to help me steady the work, which
stuck out about 14 inches, if I remember right. This part of
the work was easy, but I had trouble holding the long piece
while I cut the groove B.

I turned up a sleeve, which is cross-hatched in my drawing,
out of a piece of machinery steel, and it took me about 16
hours to drill through it and run the taper, which I could do
,on the lathe as it had a compound rest, but I had to reset the
tool as my feed was not sufficient. J made an arbor and
turned off the outside as shown. The nice part of the work
-was to get the rings at the end of the steel sleeve to meet the
grooves, but after sawing this sleeve apart with a hack-saw, or
rather a good many of them, and doing a little scraping, I
made a good job of it, and got the half of the sleeves out as
shown, and wound the outside with copper wire, and with my
heart in my mouth I started up slow, but the mend held, and
we got through all right, and although we were considerably
late the loss of time and cost of repairs was a great deal less
than getting a tow. COUPLING.

-Minor Troubles of the Marine Engineer

Perhaps it is a good thing that all the difficulties which
assail the seafaring engineer are not big ones; he might col-
lapse under them. The only thing to remember, however,
is that the small troubles, unless taken in the proper manner,
are apt to become big ones, and a word or two may, perhaps,
be permissible on one or two small points which ought to be
and probably are known to every marine engineer who has
been taught in the school of experience. As, presumably
young beginners read the columns of the /nternational Marine
Engineering as well as old stagers, perhaps the editor will
permit brief reference to elementary matters.

In the simple matter of grinding in plug cocks, for ex-
ample, there is a right and a wrong way of going about the
job. The wrong way will probably lead to a great waste of

Fic. 1 FIG, 2

time, and time is sometimes of importance at sea. All these
plug cocks will be found to have hard places which, in the
ordinary way, will take a lot of grinding down. One of the
easiest and quickest ways of finding these hard places is to
chalk down the plug in three places, put it in its shell and give
ita turn. Then on taking out the plug and examining it the
hard places will be distinctly shown. These portions should
be dealt with carefully with a smooth file, and the plug should
then be chalked and tried again until all the hard places have
been taken off. If this simple proceeding is taken it will be
found that the actual operation of grinding can be performed
in very much quicker time and much more easily than if the
filing had not been done.

Then, again, junior engineers, who flatter themselves that
they can make a joint, frequently let themselves in for trouble

INTERNATIONAL MARINE ENGINEERING

APRIL, 1912

by not nursing the joint properly when it is put into com-’
mission again. The result is that the joint before long begins
to leak again, and the junior gets himself into trouble. When-
ever a joint has been made when the pipes are cold it should
be remembered that they should be gone round again with a
spanner and tightened up as soon as the pipes are warming.
It will be found that some more can be got on the nuts no
matter how tight they were before. This should be repeated
four or five times and the joint will then not get a chance to
leak. It is a simple thing to mention, almost too simple to
write about, perhaps—but anyone who has monkeyed on with
a leaking joint when it was impossible to shut down will know
its Importance.

There are all sorts of little things about the steam installa-
tion on board ship that can hardly be classed as important,
and yet they count. It would, perhaps, be unsafe to say that
the engineer can be best judged by the way he tackles detail
troubles, as this is not strictly correct, but there is no doubt
that the man who does look after the little defects is a great
source of comfort to the owners of the ship. Sometimes, too,
these detail jobs require as much ingenuity as the bigger ones.
For example, it was found on one ship that one of the boiler
check-valves would not keep tight when it was shut down and
when the steam was off the boilers this valve was taken out.
It was found to be broken as seen in Fig. 1, and in addition
the miter on the valve and valve-seat was found to be in a very
bad condition. The reason that the wing broke on the valve
was due to the clattering of the valve while it was at work and
was probably unavoidable. It may be said in passing, however,
that to avoid such troubles, check-valves of this description
should be made stronger in the wings than ordinary valves,
and another thing which seems to be supported by experience
is that valves having three wings are much better in practice
than four winged valves, as they are not so likely to “gag” or
get forced up and held tightly against the seat. The fact of
one wing breaking as shown caused the valve to twist a bit,
and this meant that it did not come down on its original seat,
and so spoiled the mitering.

As so often is the case on board ship, unfortunately, there
were in this instance no spare valves available, so that a minor
repair became necessary. First of all the remaining part of
the broken wing was chipped off flush with the top part of the
valve as shown in the second sketch, and then two 54-inch
tapping holes were drilled close to each other in the head of
the valve as shown. They were then tapped and suitable studs
were then screwed in so as to form a temporary wing to guide
the valve better. When this was done the valve was next
ground in and new miters were thus made on the valve and
seat, and the parts were then put together. It was then found,
on setting the boiler away again, that no more trouble was
caused by the valve, and the repair lasted perfectly satisfac-
torily until a home port was reached, when a new valve was
procured.

It may seem absurd to mention such obvious and elemen-
tary matters as the above, but the writer is convinced that
nine-tenths of the trouble at sea arises from causes which
were originally of the most trivial nature, so that nothing in
the nature of supervision and repair is too trivial to be worthy
of attention. JUNIOR.

Report of Bureau of Navigation
The Bureau of Navigation reports 72 sailing, steam and
unrigged vessels of 14,918 gross tons built in the United
States and officially numbered during the month of February,
1912. Forty-four percent of this tonnage consisted of steel
steam vessels, the largest being the passenger ship City of
Detroit III., of 6,106 gross tons, built on the Great Lakes.

APRIL, 1912

INTERNATIONAL MARINE ENGINEERING 161

Review of Important Marine Articles in the Engineering Press

Torpedo Boat Soridderen for Danish Navy.—Recently com-
pleted by Messrs. Yarrow & Company at their. Scotstoun
works, this vessel is 181 feet 9 inches long by 18 feet beam
and molded depth of 10 feet 4 inches. High-tensile steel has
been used in hull, where great structural strength was re-
quired. Machinery consists of Brown-Curtis turbines and
two Yarrow boilers of the latest type, working at 205 pounds
pressure. Armament consists of two 7.5-centimeter quick-
firing guns and five torpedo tubes. On trial mean speed: of
27.217 knots was obtained for three hours with 4,800 shaft-
horsepower. 400 words and photograph.—Engineering,
October 20.

Twin-Screw Steamer Chelohsin for Vancouver.—This new
product of the Dublin Dockyard Company has recently made
her maiden trip from the builders’ yard to Vancouver, where
she will go into service for the Union Steamship Company in
the pasenger and light-freight business on the protected
waters of British Columbia. The vessel is 175 feet between
perpendiculars, of 35 feet beam, and has four decks devoted
to passenger accommodations. She was built under survey of
the British Board of Trade and the British Corporation, and
is speciaily strengthened in the shell plating forward and in
all the deck and pillar construction. The propelling ma-
chinery consists of two sets of triple expansion engines work-
ing at 185 pounds pressure and supplied with steam by two
specially large boilers designed for burning inferior coal. On
trial the Chalohsin made 14.29 knots in service conditions and
fully 13 knots with 300 tons of dead-weight on board, both
performances being in excess of the guarantee. 850 words
and photograph—Engineering, February 9.

The Spanish Dreadnought Espana—tIn February there oc-
curred at Ferrol the launching of one of three Spanish dread-
noughts now building. The dimensions of the new vessels
are: Length, 435 feet; breadth, 78 feet 9 inches; depth, 42
feet; draft, 25 feet 6 inches; displacement, 15,700 metric tons.
The main battery consists of eight 12-inch guns; armor belt
is y inches in thickness. Parsons turbines are used and the
anticipated speed is 19!4 knots. The manner of building is in-
teresting. In 1908 tenders were called for by the Spanish
Government for the building of three dreadnoughts in Spain
and the reconstruction of certain dockyards under conditions
whereby the larger part of the labor was furnished by the
Spanish people and all of the engineering work by the con-
tractors. The firms getting the awards were Sir W. G. Arm-
strong, Whitworth & Company, Ltd.; John Brown & Company,
Ltd., and Vickers Sons & Maxim, Ltd., and under their direc-
tions this work has gone on. Simultaneously with the com-
pletion of their ships the Spanish Government is getting the
benefit of a practical training for their dockyard force as well
as the thorough reconstruction of the yards themselves. 600
words and sketch—The Engineer, February 9.

The Economical Speed of Ships—By George Harrison.
A brief and clear description of a graphical method of work-
ing out the most economical speed for a given ship on a given
voyage when the coal consumption at different speeds is
known. Variations of the problem are its solutions when the
vessel is steaming with and against a current of known speed.
An important problem explained in words of one syllable.
1,800 words.—Cassier's Magazine, February.

The Safety of Ships at Sea—Paper by Prof. W. S. Abell,
M. I. N. A., before the Liverpool Engineering Society. The
whole question is divided into two headings: “The safety of
ships at sea must be influenced by two considerations: (a)

Whether the control of the vessel is injured in any way owing
to the breakdown of the engines, steering gear or rudder, or
(b) whether the buoyancy of the ship is impaired by flooding,
caused by loss of hatches, by working of the structure, or by
collision.” The data available for such a study is necessarily
very limited, and consequently the results are claimed only
for general cases. Elements considered are the ship’s statical
stability, ratio of breadth to depth, and the proper use of
water ballast. Wind pressure is given considerable attention,
both quantitative and qualitative. From an analysis of Lloyd’s
Register a proper ratio of breadth to depth is deduced for
probable worst weather conditions. 3,300 words.—The Steam-
ship, February.

The Salving of the Submarine Boat A3—The damage
caused by the collision of the submarine boat A3 and the gun-
boat Hazard has been proved to be very serious. Doubt has
been expressed as to the advantage of raising the vessel except
as a means of discovering possible improvements in future
design. This is not important, for the later boats are im-
mensely superior to the original boats of the A class, particu-
larly in the elements of design tending to minimize disaster.
Owing to the exposed position of the sunken vessel the task of
raising it has been large. At first Admiralty lighters were put
upon the work, but later the assistance of a salvage company
was obtained. The procedure now being adopted is the use
of air in rubber tanks by which the buoyancy of the vessel is
to be restored. These tanks are filled with water, sunk into
position within the vessel and air forced in at pressure high
enough to expel the water. By this means it is hoped to float
the vessel to a nearby dockyard. 900 words.—Engineering,
February 16.

The Fottinger Hydraulic Power Transmitter—Its Advan-
tages with High-Speed Turbines. A very brief statement of what
the Fottinger invention is and what it accomplishes, illustrated
with diagrams showing saving in space of the machinery
installation on vessels of several types supplemented by fig-
ures of weights and steam consumptions involved. One ex-
ample is that of a cross-channel steamer of 1,600 tons dis-
placement and 4,800 horsepower. With direct-acting turbines
the propeller revolutions are 600, the machinery weight 166
tons, and the steam consumption with saturated steam is 15.45
pounds; with the Fottinger transmitter the propeller revolu-
tions were reduced to 450, machinery weight to 75 tons and
steam consumption to 14.22 pounds. 8co words.—The Steam-
ship, February.

Liquid Fuel.—A review of a paper by Captain Edoardo
Gianelli, of the Italian Corps of Naval Architects. In this
paper the author deals with the various sources of supply of
petroleum, with its characteristic features, and with methods
used for its carriage and storage. He then reviews the differ-
ent systems followed for firing boilers with liquid fuel. Speak-
ing of atomizers, he divides them into three classes, steam jet,
those using compressed air and those in which the liquid fuel
is under pressure. The last of these, in the author’s opinion,
meets with the greatest favor at the present time. In fitting
burners to boilers an advantage of 10 percent greater effi-
ciency can be obtained by using independent atomizers instead
of haying one common air receiver. Any type of boiler can
be adapted for burning oil, but those boilers are preferable
which have long furances and not too much heating surface
exposed directly to the flame. An ample combustion chamber
is of special importance. Tests have shown that about 08
horsepower per square foot of heating surface can be obtained.

1602 INTERNATIONAL MARINE ENGINEERING

With watertube boilers having an ample combustion chamber
and good atomizing 0.6 horsepower per square foot may be
safely figured. Captain Gianelli states that the only serious
objections to oil fuel are its high cost and the difficulty of
arranging for its supply. In Italy oil fuel costs about twice as
much as coal, ton for ton, but owing to the greater heating
value of the oil its real cost is only about 30 percent greater
than coal. 950 words.—Engineering, February 10.

Notes on Two-Cycle Oil Engines—By F. Duncanson, B. S.
A clear and concise exposition of the principles on which the
two-cycle oil engine works with a consideration of improve-
ments whereby it may be made as advantageous as the four-
cycle motor. The disadvantages of the two-cycle machine
most considered are scavenging and its attendant losses, and the
matter of compressing air, whether accomplished by an at-
tached pump or independently of the engine. As for scaveng-
ing, the author attacks this problem at its weakest point, 7. e.,
where the indicator card made by a weak spring shows that
the exhaust curve goes below the atmospheric line. He sug-
gests that scavenging valves open here, thereby making less
work for the air pump and reducing the necessary pressure for
accomplishing this important work in a thorough manner.
That this can be actually done is shown from diagrams taken
from engines in operation. Another point to which attention
is called is the matter of a reservoir for carrying a supply of
compressed air. This should be as large as possible in order
to keep up air pressure throughout the scavenging operation.
In the remarks following the reading much favorable comment
was offered, and suggestions that the results therein indicated
were not only possible but had already begun to be obtained,
showing the value and practicability of the paper. Paper and
discussion 7,200 words.—Transactions of the Institute of
Marine Engineers, January.

Note on the Screw Propeller—By H. A. Mavor.
author states in his introduction, “It is not here proposed to
discuss any of the ‘theories’ of propeller action but to apply
to recorded experimental results the methods of analysis which
have been long in familiar use by the electrical engineer, who
is accustomed to an exactitude of measurement not generally
applied in other engineering practice. The method proposed is
to record and compare all experimental results not under the
broad generizations of ‘propulsive efficiency,’ but by specific
reference to a standard of comparison.” This standard of
comparison is the efficiency of the propeller as a pump, to
which its efficiency as a propulsive instrument is compared
with the advantage of recognizing some of the loss as in-
evitable and impossible of elimination by improvement in
design. The performance of the propeller as a pump is
measured by a trial with the ship moored and the resulting
thrust produced in the mooring line. By an ingenious analysis,
forces acting and work done are resolved into so-called pro-
pulsive and impulsive efficiencies, a distinction due to the ac-
ceptance of the principle that some work would be lost with
the use of even a perfect propeller. By separating total work
done into useful and lost work the method is simpler than
those resulting from the use of the blade theory. Wake factor
and its effects are considered with the usual difficulties, but it
may be said with more of satisfaction than is usually the case,
because of a more direct manner of measuring useful results.
7,000 words.—Transactions Institute Engineers and Ship
builders in Scotland, Fifty-fifth Session, 1911-1912.

The Case for Increase in Caliber of Naval Guns.—Editorial
comment on the topic introduced by Count Giraldi before the
First Italian Congress of Naval Architects and Mechanical
Engineers. Contrary to the Count’s conclusions, the editors
hold that there are weighty reasons for the adoption of larger
caliber guns that the 12-inch in modern battleships. The
reasons given, and urged at some length, are the greater life

As the ©

APRIL, 1912

of the gun for a given power, the increased charge of ex-
plosive possible in the larger shell, and the greater moral effect
of the larger gun. From the standpoint of the naval architect
there seems to be no serious disadvantage in the larger
weapon even when arranged in threes in turrets, which plan
is coming rapidly into favor in some quarters. 2,000 words.—
Engineering, February 16.

Liquid Fuel as Supplied by the British Petroleum Company,
Ltd—This company has established large storage facilities
for liquid fuel in all the principal ports in England, that at the
Royal Albert Dock in J.ondon having a capacity of 42,000
tons. This article tabulates a list of the advantages of oil fuel
over coal, especially for marine work. There are a number of
photographs accompanying, showing in a graphical way the
most important of these. In closing there is given drawings
and a description of Kermode’s patent oil burners of three
different types—the hot air burner, the steam burner and the
pressure-oil burner. These have been used quite extensively,
and the first named especially shows a high thermal efficiency
under test and a low fuel consumption for its operation. By its
use 83 percent of the heat in the fuel is recovered in actual
work, and less than 2 percent of the steam is used to operate
it, and the water from this is recovered by condensation. 3,5
words.—The Steamship, December.

Shipping on the Great Lakes of America—By Mr. A. E.
Jordan. A lengthy article of general description about the
shipping on the American Great Lakes. It has apparently
been written by a traveler to tell his friends of the new land
visited, and this is done with special regard to technical sub-
jects. The author begins with statistics of the geography of
the lakes and the facts of the great shipping thereon. The
main topic of the paper is a general description of the types
of steamers in use and the yards where they are built. Sizes,
types of machinery, methods of building, eccentricities of
design, are all touched upon, and as a whole it is an interesting
commentary of the steamship situation of our inland seas.
The author presents the facts which are the essential ones to
an audience of marine engineers and naval architects. 6,000
words with photographs and map—The Marine Engineer and
Naval Architect, December.

New Ore Unloading Docks.—Vessel owners on the Great
Lakes have recently come to the realization of a surplus of
ships due to the recent great improvement in ore-loading
docks. There have been, or soon will be, completed three new
ore docks capable of handling by the most approved methods
the mammoth cargoes shipped on the Great Lakes. Each of
these is described more or less in detail and is accompanied
by drawings and photographs which give a good idea of the
size and general plans of the structures. The docks described
are one at Presque Isle, Lake Superior, belonging to the Lake
Superior & Ishpeming Railway Company; the dock at Two
Harbors, belonging to the Duluth & Iron Range Railway Com-
pany, and the Great Northern Railway dock at Superior. This
last, which was placed in commission last season, is of con-
crete, equipped with 151 double ore pockets with a capacity of
325 tons each, making a total storage of 98,150 tons. The
dock is 1,900 feet 714 inches long from end to end of crib.
Pockets are standard width of 12 feet. This dock has made
some very quick records, one vessel being loaded with 9,500
tons in 25 minutes, and eight vessels with an aggregate of
62,000 tons in six hours. 2,900 words.—The Marine Review,
February.

The Rolling of Ships—By Prof. J. H. Biles, LL. D. Presi-
dential address before the Engineering Section of the B. A.
A. S. A mathematical discussion of wave sequence and its
results, based on the theory of Froude and compared with the
results of experiments by Col. Russo, of the Italian navy.

APRIL, 1912

Published Monthly at
17 Battery Place
By MARINE ENGINEERING, INCORPORATED

H. L. ALDRICH, President and Treasurer
Assoc. Member of Council, Soc. N. A. and M. E.

and at

Christopher St., Finsbury Square,

New York

London, E. C.

E. J. P. BENN, Director and Publisher
Assoc. I. N. A.

HOWARD H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,
Mass.

Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.

INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

Up to the present time advocates of the marine oil
engine have been obliged to base their claims very
largely on theoretical data and information derived
from isolated cases of experimental work. The general
theory and principles of this method of propulsion have
been thoroughly exploited and are readily available
from reliable sources. The thermal efficiency of the
Diesel engine is undisputed and the practicability of
perfecting the mechanical details of construction of
such an engine has been repeatedly demonstrated by
the great number of different designs that have been
so rapidly developed. That this should result in the
immediate and widespread adoption of the oil engine
by the shipbuilder and shipowner is not to be expected,
however, without some further accurate information
concerning the practical performance of such installa-
tions after continued service under all conditions of
weather at sea in the hands of experienced sea-going

INTERNATIONAL MARINE ENGINEERING

163

engineers, where the reliability and actual economy of
the engine will be exhaustively tested. Reliability,
handiness and a small maintenance and repair bill are,
in most cases, as essential to the success of marine
machinery as a saving in the fuel bill and an increased
earning power of the vessel.

Early installations of oil engines were confined to
small craft, including a few Russian gunboats and
French submarines. Detailed information from such
installations was difficult to obtain, but the advent of
the first oil-engined ocean liner, described in this and
previous issues, affords a valuable opportunity to gain
some knowledge of how the oil engine will work out in
every-day practice on a comparatively large scale.

The reports so far received from this vessel indi-
cate that the builders’ claims have been substantially
justified; and as the owners have immediately placed
orders for further equipment of the same type, this
success promises well for the future trial and adoption
of the marine oil engine.

The tendency in the development of oil engines is
toward simplification of the details and the perfection
of the two-stroke, double-acting engine, which will
probably pave the way to the building of engines of
large power. In the engines already built for com-
mercial purposes the size has not advanced beyond
300 horsepower per cylinder, while single cylinders,
developing less than 150 horsepower, are more com-
mon. In the smaller installations the four-stroke en-
gine has some distinct advantages, but larger powers
have been produced with the two-stroke type of en-
gine. In experimental work single cylinders of both
the single and double-acting type have been built to
develop 2000 horsepower, but so far the results have
not led to the adoption of engines of such size on board
ship.

The cylinders in these large experimental engines
have not exceeded 33 inches diameter, while in the
smaller engines, which have been actually adopted, the
diameter has been less than 25 inches. One of the ob-
stacles that is always facing the engineer, in an attempt
to increase the size of the cylinder, is the quality of
material which is available for the castings. Here the
metallurgist must be sought, and perhaps the growth
of the marine oil engine will depend upon him as much
as upon the engineer who designs the mechanism of
the engine.

Along with the rapid development of the marine oil
engine there has been another type of internal com-
bustion propelling machinery that should not be lost
sight of, and that is the suction gas producer plant.
Although it has not been developed in such large units
as the oil engine, yet it has proved a source of remark-
able economy in certain types of moderate speed boats.
It has the particular advantage of enabling the use,
with some modifications, of the marine gasolene
(petrol) engine which has been so highly perfected.

164

INTERNATIONAL MARINE ENGINEERING

APRIL, IQ12
7

Improved Engineering Specialties for the Marine Field

The Sisson Watertube Boiler

A watertube boiler for high working pressures, which is
much lighter than ordinary return tubular or other types of
shell boilers, but which is still not of the proportions of the
“express” type of watertube boilers, is manufactured by W.
Sisson & Company, Ltd., Gloucester. These boilers, as shown
by the illustration, consist of a large steam drum with two
water drums connected by straight tubes. The boiler, there-
fore, has ample water supply and steam space, the tubes are
of large diameter in relation to their length, and the arrange-
ment is such that all parts of the heating surface can easily
be examined and cleaned. No rivets or seams are exposed to
the fire, or even to the waste gases. The design is such that
steam can be raised quickly without damage to the boiler,

and a sudden inrush of cold air through the furnace door can
have no harmful effect on the parts of the boiler exposed to
the sudden change of temperature.

The steam drum, which is cylindrical, and of large diameter,
is made of two plates, the upper portion being of the usual
thickness required for a shell of that diameter, while the
lower, which forms the tube plate, is of special thickness, but
planed down along each margin to a suitable thickness for
connecting to the upper plate and, at the same time, avoiding
a tendency to grooving. The two longitudinal joints thus
formed are lapped and triple-riveted. The ends of the drum
are of dished form, pressed out with deep flanges, double
riveted to the shell. The two water drums are welded tubes
carefully pressed into a suitable lune-shaped cross-section,
the ends being flanged or formed of solid plate single riveted
to the shell. The tubes are straight, and all are of the same
length, the length being so proportioned in relation to the
internal diameter of the steam drum that all of the tubes can
be inserted or extracted from the inside of the drum. The
upper ends of the tubes in the steam drum are expanded by
ordinary short expanders, while the lower ends in the water
drums are expanded by a special long expander inserted from
the steam drum, so that all of the tubes cannot only be in-
serted and withdrawn but also expanded at both ends from the
inside of the steam drum.

The boiler casing is formed of mild steel plate and angles
fitted with suitable non-conducting linings and baffle plates.
The lower part of the casing is lined with firebrick to form

the furnace. These boilers are built for working pressures
up to 250 pounds per square inch,

A Useful Safety Device

The illustration shows a device made by J. H. Williams &
Company, Brooklyn, N. Y., for automatically preventing
accidents in drop-forging shops following the practice of sup-
plying “precision products.” Drop-forgings which require lit-
tle machining are frequently furnished to gage sizes, and
therefore are “restruck” in the forging dies after the “flash”
or excess metal has been removed. Through some discon-

certed action the operator, when seating the forgings in the
die-impression by hand, meets with serious injury from an
untimely falling of the ram. To avoid such accident, the
spring-steel device, shown in darker outline of the illustra-
tion, is clamped to the guide or upright at 4. When the ram
B descends, its contact with the device at D automatically
forces the hand of the operator to a place of safety C; the
leather pad E modifies the force of the blow to the operator’s
hand.

A New Log

The Maritime Instrument Company of Boston, Mass., is
preparing to put on the market a new log mechanism, which
they claim embodies many advantages not to be found in
any system now in use. Extensive experiments and tests
have been conducted during a period of four years, and be-
fore deciding to offer the apparatus for sale the company has
subjected it to 50,000 miles of actual service without a break-
down or any appreciable signs of wear. The equipment con-
sists of a protected rotator, designed to be towed alongside
the vessel by means of an insulated armored cable and held
clear of the hull by means of a short boom, the cable thence
running through the hull of the vessel near the main deck
just below the bridge and being connected to an instrument
located in the pilot-house or in any other desirable location.
The resistance of the actuator to the water is about the same
as that of a taffrail log. This actuator, which normally runs
under 6 to 10 feet of water, will under ordinary conditions
be held by the boom several feet away from the hull of the
ship; but in order that the rotator may not be injured by
striking the side of the ship or fouled by floating matter, such

APRIL, 1912

as seaweed, ice or drift wood, it is protected by a number
of fin-shaped arms with rollers at the ends. These arms are
thin and attach to the main body (which does not rotate), and
slope back in such a way as to resist any interference. The
actuator contains a watertight compartment, in which is a
circuit-breaking mechanism. One contact is made in this
chamber to each 150 turns of the rotator, and this represents
one-tenth of a mile of travel. This contact is transmitted
from the submerged mechanism through a government stan-
dard insulated and armored cable of tensile strength of about
1,500 pounds to the instrument in the pilot-house.

The pilot-house instrument in its simplest form consists
of a bronze case containing magnets and a five-number
total-mileage counter and light; the number to the extreme
right representing tenths of miles and the four numbers to

the left the total miles traveled.

It is so arranged that all
numbers may be set back to zero at any time desired. A more
elaborate pilot-house instrument can be used if desired, which,
in addition to showing the total miles traveled, will indicate
by pointer and dial the rate of speed at which the ship is
traveling and keep a record chart showing the speed made at
any particular minute. The third part of the system is simply
a small storage battery or set of dry cells, to furnish electric
current for charging magnets in the pilot-house instrument.

This log is claimed to be more accurate than the logs in
common use, as it is operated from the side of the vessel
where it is not affected by the wake of the ship; and as it
runs always in deep water, it can be run anywhere the ship
travels, from dock to dock if desired. The log readings are
shown in the pilot-house, thus avoiding the inconvenience of
sending to the taffrail. It is claimed that the log will not be-
come entangled in seaweed or other floating matters, a diffi-
culty to which existing logs are subject—a most important
feature in tropical waters. There is no need of taking in the
cable and rotator when the ship stops at sea, as it is impos-
sible for them to come in contact with the propeller, and the
log cannot be fouled by boats passing close to the stern, for
the actuator is well forward of the stern, and it cannot be
tampered with by meddlesome persons.

Lunkenheimer Cast Steel Valves

Superheat and high-steam pressures have created a demand
for valves of greater strength and durability than those made
of cast iron. The Lunkenheimer Company, Cincinnati, Ohio,
have designed a complete line of globe, angle, cross, gate,
check and non-return boiler-stop valves made of cast steel for
service where high pressures and superheat are used. With
the exception of the largest sizes, the Lunkenheimer cast
steel valves are made of crucible steel and not open hearth
or converted steel. Crucible steel is made and melted in
closed crucibles, out of all exposure to furnace gases, and
solid castings free from blow-holes are thereby insured. This
is not true of the open hearth and converter steels, the first of
which is heated by blowing hot gases over the molten metal,
and the second by blowing them sometimes through the metal.

INTERNATIONAL MARINE ENGINEERING

165

Aside from forming blow-holes these gases form oxides,
which dissolve in the steel and thereby reduce its ductility
and cause a low elastic limit. All of Lunkenheimer cast steel
valves are annealed, which, it is claimed, relieves all internal
stresses and makes a fine crystalline stucture, which is very
essential to strong steel. The valves are made to meet the
specifications of the American Society for Testing Materials,
and it is claimed they contain less than .05 percent of either

phosphorus or sulphur. The tensile strength of Lunken-
heimer cast steel is about 80,000 pounds per square inch, with
a safe elastic limit and excellent elongation.

For various pressures and degrees of superheat and to
meet the requirements of engineers who differ as to the ma-
terial used, Lunkenheimer cast steel valves are made in two
combinations of material as regards the trimmings. For
lower pressures and degrees of superheat the company manu-
factures a large and complete line of cast iron and “puddled”
semi-steel valves.

A Continuous Automatic Electric Blue Print Equipment

The C. F. Pease Company, of Chicago, IIl., recently placed
on the market a continuous automatic electric blue print equip-
ment under the trade name of “Peerless.” The illustration
represents the Peerless equipment arranged with an electric

dryer showing a series of cut-outs so that only sufficient elec-
tricity need be used to dry the paper, varying with the speed
at which the printer is running. A gas dryer can be used to
excellent advantage when gas is available. This view of the
printer shows the tracing tray pushed backward and one lamp
turned down on the table, illustrating the method used for clean-

166

ing the globes and trimming the carbons. The apparatus not
only prints, washes and dries the paper by one continuous opera-
tion, delivering the finished prints at the end of the dryer auto-
matically wound up in a loose roll ready for use, but it also
returns the tracings automatically to the operator as he stands
in front of the machine. It is claimed that the operator is able
to do 25 to 331/3 percent more printing than with other
machines, while the washing and drying apparatus more than
doubles the output. In other words, with one of these com-
plete equipments it is possible for a large user to cut the cost
of his blue printing bills in half.

Another very interesting feature of the machine is that the
exposure can be immediately ‘seen, and the speed of the ma-
chine increased or decreased instantly by means of the electric
speed control at the right hand of the operator. The speed
being controlled directly through the motor, all belts and
unreliable friction disks are dispensed with, and in the case
of a varied load on the line the speed of the printer varies
with the lamps, thus preventing the spoiling of the prints.
The apparatus is very compact, requiring a floor space only
5% by 6% feet, and with it it is possible for one operator to
deliver up to 100 yards finished blue prints per hour, depend-
ing on the speed of the paper and the character of the trac-
ings. There are no expensive glass cylinders or transparent
bands requiring replacement. The printing surface is a seg-
ment of heavy plate glass mounted in an iron frame, and so
hung that there is no posibility of breakage and the cost of
maintenance has practically been eliminated. A better quality
of blue prints is also claimed, as it is possible to obtain a very
close exposture, and by the method of washing only the printed
side of the sheet and drying uniformly the entire width the
prints are delivered in the rewinder perfectly free from
wrinkles or distortions, and where a high grade of paper is
used it is possible to produce them without shrinkage.

INTERNATIONAL MARINE ENGINEERING

APRIL, 1912

Milwaukee, Wis., designed and built the high-speed trolleys
illustrated.

These trolleys are of the man-riding type; that is, they
carry a cage for the operator. ‘The trolley travel speed is
about 7oo feet per minute, and the hoisting speed, with a
5-ton load, 250 feet per minute. One of the special features

of the hoisting mechanism is the arrangement of parts for
taking the hook off of the hoisting rope and slipping the same

PAWLING & HARNISCHFEGER HIGH-SPEED TROLLEY

hoisting rope into a single-rope grab bucket of the latch open
type. Rope guards on the bucket are arranged in such way
that they can readily be opened, and the hoisting rope, which
also performs the functions of the closing line of the bucket,
readily inserted. A novel feature in the application of a
single-line bucket of this type is to use it with a set of hold-
ing lines as used on a two-line bucket. This holding line is
wound upon a drum operated by a motor just big enough to
keep the slack out of the rope, either going up or down. In
this way it is possible to discharge the bucket at any desired
height by means of a large foot-operated band brake on the

FREIGHT-HANDLING APPLIANCES AT THE TEXAS CITY WHARVES

High-Speed Trolleys for Handling Miscellaneous Freight

The Texas City Transportation Company, Texas City, Tex.,
maintains huge warehouses where a miscellaneous assortment
of material, from bales of cotton to pig iron, is constantly
being received or shipped. To handle this material rapidly
and economically the Pawling & Harnischfeger Company,

holding drum. When the bucket is fully open, and therefore
latched, the foot brake is released, and the weight of the
empty bucket is again placed on the closing line, when it can
be lowered without closing until it strikes the stock pile. This
design was worked out in this manner in order to concentrate
all the motor capacity of the hoist motor on the one drum

APRIL, I9QI2

which is used for the hook service as well. When the bucket
is not in use the holding line is disconnected from the bucket
and wound up on its drum, which then remains at rest. The
holding-drum motor performs about the same function as the
spring in a curtain roller; that is to say, it tends to run ahead
of the hoist motor when going up and to lag behind the latter
when going down. In this way the holding line is never slack,
and it is therefore impossible to jerk the line when the bucket
is discharged.

In connection with the hook service a lifting magnet of
2% tons capacity is used. The feed cables for this magnet are
wound up and paid out by a small motor-operated winding
drum. The performance of this cable take-up is exactly the
same as the holding-drum mechanism; that is, the cable is
always under slight tension going either up or down.

The trolley is of the inside-running type, and is operated
on a plate girder cantilever arm, which can be moved longi-
tudinally over the boat to an extent of about 60 feet beyond
the face of the dock. The reason for this peculiar construc-
tion lies in the fact that it is impossible to move a hinged
apron of the ordinary construction through the rigging of
large sailing vessels, such as these unloading machines fre-
quently have to serve, either loading or unloading, the great
extension of the cantilever being necessary in order to load
or unload lighters tied up on the outside of the big vessel.

A 100-horsepower mill type motor is used for hoisting and
a 35-horsepower railway type motor with a foot brake for
travel. The hoist controller is of the magnetic switch-operated
type with a motor controller, dynamic braking. The load is
sustained by a disk motor brake of unusually large proportions
and of a new design which will permit of the instant adjust-
ment of the air gap.

Improved Sterling Lubricators

For efficient cylinder and valve lubrication it is necessary to
maintain a lubricating film over the rubbing surfaces, and
when once this film is established to feed to these surfaces
at frequent intervals just sufficient oil to replace that which
is working on through to the exhaust. To accomplish this
four things must be considered: the moisture in the steam, the
proper location of oil feeds, quality of oil and the manner of
feeding the oil. The improved Sterling lubricator, manufac-
tured by the Sterling Machine Company, Norwich, Conn., has
been designed to meet these conditions.

A substantial tank is provided, through which is cast a
hollow hub containing the main operating shaft, driven by
a connecting rod attached to some reciprocating part of
the unit to be lubricated. The lever is held by a wing nut,
and may be moved in and out, thereby varying the amount
of rocking motion of the piece which is termed the driving
hub. This hub, by means of hardened pawls, drives the
hardened drop-forged ratchet, which is held from moving in
but one direction by back-lash pawls working in reamed holes
in the main tank casting. The ratchet is pinned to the main
shaft, which carries at one end a strong hand crank and at the
other end a broad-face steel cam operating the yoke. This
yoke has a large hollow shank working in a reamed hole in the
main casting. The hollow shank is filled with oil, and con-
tains a felt wick for lubricating the cam. This yoke, as it
rises and falls with the cam action, carries with it the pumping
plungers, the adjustment and action of which are self-evident.
The various parts of the device are easily accessible and can
be easily removed and examined. The valves of the pumps
are of the steel ball type. Each pump has two suction and
four delivery valves. A positive-acting check valve has been
carefully designed and a reliable oil-feed indicator is pro-
vided if desired.

INTERNATIONAL MARINE ENGINEERING 167

Technical Publications

The Mechanical World Pocket Diary and Year Book for
1912. Size, 4 by 6 inches. Pages, 426. Illustrations, over
100. London, 1912: Emmott & Company, Ltd. Price,
cloth, 8'%4d.; leather, 1s. 84d.

This is the twenty-fifth year of publication of this book and,
as is the custom, parts of it have been revised and some ad-
ditions made to bring the book up to date. It is essentially a
mechanical engineers’ pocketbook, containing a vast amount
of useful information expressed in concise form with the aid
of tables and diagrams. The section on steam turbines has
been partly rewritten and extended since the last volume was
issued. New sections on indexing on the milling machine, on
verniers and micrometers, and on gaging cylindrical bores
have been added, together with sections dealing with roller
bearings, helical springs, cutters for milling spiral gears, speed
calculations, etc. New tables of weights and proportions of
rivets, helix angles, areas of circles in square feet and a
millimeters-to-inches conversion table have been introduced.

The Mechanical World Electrical Pocketbook for t1g12.
Size, 4 by 6 inches. Pages, 290. Illustrations, 80. London,
1912: Emmott & Company, Ltd. Price, 8d.

This book is a companion volume to the one above re-
viewed. It contains a collection of electrical engineering notes,
rules, tables and data. The book is published annually, and
the present volume has been enlarged by the addition of six-
teen pages. The matter devoted to lighting has been entirely
rewritten, and new sections on motor starters, static trans-
formers and the construction, rating and testing of high-
tension apparatus have been added.

Experimental Engineering. By U. T. Holmes, Commander,
U. S. N. Size, 534 by 9% inches. Pages, 311. Illustra-
tions, 152. Annapolis, Md., 1911: United States Naval
Institute. Price, $2.50.

A previous volume, called “Notes on Experimental Engi-
neering,” was published by this author in 1907. This book,
therefore, is a revision of the former work, to which has been
added much new matter, together with a complete revision
of the whole book. Much of the information has been taken
from other text-books, but, as a whole, it represents in a clear
manner a very important branch of the engineering profession.
The means of testing materials and appliances employed in
engineering work, with descriptions of the instruments and
methods of procedure, are given in very complete form. The
book would be very useful to either students or practicing
engineers who are devoted to other work besides marine en-
gineering.

The Testing of Motive Power Engines. By R. Royds. Size,
534 by 834 inches. Pages, 396. Illustrations, 193. New
York and London, tg91r: Longmans, Green & Company.
Price, 9s. net.

In the preface the author states that this book is intended
for engineering students who have already acquired an ele-
mentary knowledge of motive engineering, and who desire
information on the practical testing of motive power engines.
In other words, the information given is supplementary to
the work which is carried out in the laboratories of technical
schools. It covers the work which is usually encountered in
actual engineering practice and deals with the methods in
common use. After going into the general principles concern-
ing motive power engines, the measurement of pressure, tem-
perature, horsepower, etc., different types of engines, including
locomotives, motor cars, reciprocating steam engines, steam
turbines, internal-combustion engines, gas producers, steam
boilers and auxiliary machinery, such as condensing appa-
ratus and pumps, are discussed in detail. The final chapters
deal with refrigeration tests, air compressors, air motors, fans,
blowers, water turbines and pumps.

168

The Navy League Annual. Edited by Alan H, Burgoyne.
Size, 514 by 8% inches. Pages, 341. Numerous illustra-
tions. London, 1912: John Murray. Price, 2s. 6d. net.

As this is the fifth year of publication of this Annual, doubt-

less many of our readers are familiar with its general pur-
pose. The book is divided into three parts. The first takes up
the progress of British and foreign navies; the second con-
tains a series of articles by special writers on a great variety
of subjects relating to naval matters, and the third contains a
list of ships and comparative statistics, together with dock
and ordnance tables. The editor points out that naval pro-
gress during the past twelve months has been regular and
sustained, there being no remarkable innovation as was the
case last year. Ships mounting 13.5-inch guns are now build-
ing. Ships mounting 16-inch guns have been designed. A
speed of 30 knots or more has been attained by immense
armor clads, while submarines mounting guns are approaching
completion. These are noteworthy facts, yet they follow the
natural cycle of development and do not present any innova-
tions such as were chronicled in the previous year.

Personal

GrorGE SHEPARD, chief engineer of the marine department
of the Maryland Steel Company, Sparrows Point, Md., has
been appointed chief engineer of the American-Hawaiian
Steamship Company, New York.

A. L. Hopkrns, works manager of the Newport News Ship-
building Company, Newport News, Va., has been elected
vice-president of this company, in charge of the New York
office, and H. L. Ferguson, formerly superintendent, has been
made general manager of the company.

Obituary

Henry Wirsin Spancter, M. S., Sc. D., Whitney professor
of dynamical engineering University of Pennsylvania, Phila-
delphia, died Sunday, March 17.

Pror. Purp R. ALGER, a member of the Special Ordnance
Board of the United States Navy Department, and for many
years editor of the United States Naval Institute Proceedings,
died at Annapolis, Md., Feb. 23. Prof. Alger was born in
Boston Sept. 29, 1859, and graduated from the Naval Academy
in 1880. In 1890 he was appointed professor of mathematics
in the navy with the rank of lieutenant, and later was pro-
moted to the equivalent rank of captain. Prof. Alger’s books
on ordnance and applied mechanics are considered standard
works, and are used as text books at the Naval Academy.

Navat Constructor Ropert W. STEEL, retired, died at
Spring Lake, N. J., Feb. 29. He was born in Ireland in 1831,
and was appointed master shipwright at the New York Navy
Yard early in 1861. Throughout the Civil War he was as-
sistant to the naval constructor at that yard, and in May, 1871,
he was appointed an assistant naval constructor and ordered
to the Philadelphia yard, where in 1875 he was promoted to
the rank of naval constructor and later served at various
yards, retiring in 1893 on account of age.

Wiu11AMm McAtttster, a retired yacht ‘builder of City Island,
New York, died of heart disease at Washington, D. C., March
24. During the Civil War he was at the shipyard of Mr.
William H. Webb in New York, and there was employed in
the construction of many of the gunboats built for the Fed-
eral Government. He was subsequently employed in the
construction of many famous yachts. He is survived by a
widow, two daughters and one son, Mr. Charles A. McAllister,
engineer-in-chief of the Revenue Cutter Service.

ReAR ADMIRAL GEORGE WALLACE Metyitte, U. S. N., re-

tired, prominent in Arctic exploration and naval engineering,
died at his home in Philadelphia, March 17. Admiral Melville

INTERNATIONAL MARINE ENGINEERING

APRIL, I912

was born in New York City in 1841. He was educated in the
New York public schools and the Brooklyn Polytechnic In-
stitute. Later he became associated with the engineering
works of James Binn in Brooklyn.

At the outbreak of the Civil War he became a third as-
sistant engineer in the United States navy, and served with
signal ability on board various vessels. At the close of the
Civil War he continued his service on various vessels and in
navy yards until in 1879 he went to the Arctic from San
Francisco with Lieut. George W. De Long on the Jeanette
expedition. He was one of the few survivors of that hazard-
ous expedition, and his exploits brought him international
fame.

A few years later Mr. Melville returned to the Arctic on
another expedition, and recovered not only the records of the
Jeanette expedition but the bodies of Lieut. De Long and his
companions. In appreciation of his bravery on this expedition
he was advanced fifteen numbers in rank in the navy and a
gold medal was struck for him by special act of Congress.

In August, 1887, he was appointed chief engineer of the
navy, a position which he held for sixteen years, during which
time he was responsible for the designs of the machinery for
120 warships with an aggregate horsepower of 700,000. Rear
Admiral Melville was the first engineer-in-chief to use water-
tube boilers in large war vessels, and he was the first naval
engineer to secure accurate data upon the coal consumption of
boilers on forced draft trials. His stand against the reduction
of boiler weights at the time of the extensive use of forced
draft was a pronounced achievement. Two of Melville’s
greatest successes were the perfecting of triple-screw machin-
ery arrangement which made the Minneapolis and Columbia
the speediest vessels in the navy at that period, and the intro-
duction of the method of standardizing screws as a method
of determining speed trials. It was to him also that the United
States navy owed the first high-speed battleships—the Maine,
Missouri and Ohio. Other achiévements in his naval career
include the repair ship and distilling ship which he fitted out
during the Spanish war.

After his retirement from naval service in I903 Rear
Admiral Melville took an active interest in Arctic exploration
and engineering progress, one of his latest inventions being
the reduction gear which has been adapted to turbine drive in
slow-speed ships. He was the recipient of many distinguished
professional honors, receiving degrees from the Universities
of Pennsylvania, Harvard, Columbia, Georgetown and the
Stevens Institute. He was past-president of the American
Society of Mechanical Engineers and the American Society of
Naval Engineers. He was also a metnber of the Society of
Naval Architects and Marine Engineers, an honorary member
of the Institution of Naval Architects, an honorary member of
the Royal Swedish Society of Anthropology, a member of the
National Geographical Society, the Geographical Society of
Philadelphia, the Naval Order of the United States and the
Military Order of the Loyal Legion. He was also received in
private audience by the Czar and Czarina of Russia, and
decorated with the Order of St. Stanislaus of the First Class.

Burial of the Maine

The final sinking of the wreck of the United States battle-
ship Maine occurred on March 16 off the coast of Cuba: Not
only was the burial ceremony carried out in a manner be-
fitting one of the most impressive events in the history of the
United States navy but the occasion was fittingly recognized
throughout the country in whose defense the Maine was lost.
The raising of the Maine from Havana harbor was one of
the most unusual and difficult engineering feats ever ac-
complished by the Engineering Corps of the army, and the
successful completion of this task reflects great credit on those
who had it in charge.

APRIL, IQI2

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
DG:

1,009,784. MARINE TURBINE INSTALLATION. CHARLES
ALGERNON PARSONS, OF NEWCASTLE-UPON-TYNE.

Claim 2.—In a marine turbine installation having high and low-pres-
sure turbine elements, impulse turbine parts followed by reaction parts

constituting at least two of the high-pressure elements which are con-
nected in series with one another, the impulse parts thus alternating
with the reaction parts. Eleven claims.

1,008,146. HATCH-COVER FASTENER. HORATIO N. HERRI-
MAN, OF CLEVELAND, OHIO.

Claim 2.—In a hatch-cover fastener, the combination with a fastening
member comprising an element pivotally mounted upon the hatch comb-
ing, a second element slidably mounted on said first-named element and
adapted to project over the hatch opening, and means adapted to draw
said two elements toward each other; of an abutment fixed to said combing

SS
PLES TLISLELL:

bis,

Siffre G'
Sy

SSS

SOMGIMSooyA

AANAAUAANAANAANNANARRANADNNNNN

Set eal

Liga

Ga
¢
i

SSSI

(MAZE

and projecting therefrom above the pivotal axis of said member; said
pivotal element and abutment forming a seat for the batten. Four
claims.

1,008,953. SHIP’S PROPELLER. FRANK CLENNELL, OF WEL-
LINGTON, AND FREDERICK WILLIAM THORPE, OF MOTUE-
KA, NEW ZEALAND.

Claim.—In a ship’s propeller, the combination of a tail-shaft having a
tapering end portion, a threaded outer end, and an axial bore tHere-
through; an inner boss-piece having a tapering opening therethrough
fitting on said tapering end portion, and provided with outer recesses
forming apertured flange portions; an outer boss piece provided with
outer recesses forming apertured flange portions and an end _ bearing-
recess; bolts in the apertures of the flange portions and holding the

INTERNATIONAL MARINE ENGINEERING

169

inner and outer boss-pieces together, whereby a substantially spherical
boss is formed, said pieces being provided with hollow spaces and sup-
plementary co-operative recesses forming radial bearings having annular
recesses, the inner boss-piece also being provided with step bearings
having closed inner ends and coaxial with the radial bearings re-
spectively; shanks fitted in said radial bearings and the corresponding
step bearings respectively; propeller blades on said shanks; bevel gears
on said\shanks and movable in said spaces; a spindle in said axial-bore
and having its end seated in said bearing recess of the outer boss piece;
a bevel gear on said spindle and meshing with the bevel gears of the
shanks; means for adjusting said spindle relative to the tail shaft; a
packing gland on the outer end of the tail-shaft and embracing said
spindle; flanges on said shanks and seated in said annular recesses, and
a nut on said threaded portion of the tail shaft and holding the inner
boss piece in position.

1,008,285. BILGE PUMP.
MAYGER, OREGON.

Claim 1.—In a bilge pump, a chamber, blades mounted therein, there
being inlet and outlet ports in the chamber, means for driving the
blades, a chamber in communication with the first-named chamber at
one of the ports, and two radially disposed wings spaced apart and
secured together adapted to rotate in the chamber. Ten claims.

GEORGE EDWARD BADGER, OF

1,012,196. APPARATUS FOR DISCHARGING DRELGE-HOP-
Bee THE LIKE. OTTO FRUHLING, OF BRUNSWICK,
7ERM :

Claim 1.—In a device for discharging dredge hoppers and the like, a
hopper for dredged material, a conduit opening laterally from the hopper
near its bottom into the external water simultaneously introducing water

into the hopper and discharging material diluted by said water, and
aprons adjacent to the lateral opening, keeping a space adjacent the
lateral opening in the hopper free from dredged material. Four claims.

1,013,420. APPARATUS FOR TRANSFERRING MATERIALS.

THOMAS SPENCER MILLER, OF SOUTH ORANGE, N. J.
Claim 2.—The combination of a support, a load carrier, a hoisting

rope therefor, a hoisting rope actuator, an elevated hoisting rope sheave,

an elevated hoisting rope swinger frame, a pendulum rope for support-
ing said swinger frame, a weight constituting a take-up for said pendu-
lum rope, and swinger ropes connected with said swinger frame and
extending in opposite directions from said hoisting rope. Twenty claims.

1,009,753. LIFE-BOAT-HANDLING APPARATUS. ROBERT

HUNTINGTON, OF BOSTON, MASS.

Claim 1.—A life-boat-handling apparatus comprising davits mounted to
swing over the side of the vessel, a cradle for supporting the boat on
the deck of the vessel with the keel of the boat on the inboard side of its
point of suspension from the davits, tackle for lowering the boat and for
swinging the davits, and means located within the boat for entirely con-
trolling the said tackle to lower the boat and swing the davits. Thirteen °
claims.

1,009,758. BOAT LAUNCHING AND STOWING APPARATUS.
ANTHONY J. LEWKOWICZ, OF NEW YORK, N. Y., ASSIGNOR
TO THE MARTIN MARINE LIFE SAVING DEVICES, LIMITED,
OF TORONTO, CANADA, A CORPORATION.

Claim 3.—In a boat-launching apparatus, the combination of a crane,
a cam-shaped trackway higher at its outboard than at its inboard end,
and movable supporting connections comprising track engaging and thrust

170

rollers between said crane and trackway so disposed as to cause the ex-
treme end of said crane to revolve around a movable center to move at
different angular velocities while moving over equal arcs of said track-
way. Twenty-one claims.

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street,

Finsbury, E. C., and 21 Southampton Building, W. C.
London.

10,946. CONSTRUCTION AND_ DISPOSITION OF STATE-
ROOMS ON PASSENGER SHIPS. BARON INCHCAPE, OF
STRATHNAVER, G. C, M. G., K. €. S. I., K. C. I. E., London.

This invention has for its object to give inside staterooms access to
the ship’s side and more efficient light and ventilation than hitherto.
Adjacent outside rooms, that is, the rooms abutting on the ship’s side,
are separated by a passage provided with a sidelight. The inside rooms

are so arranged with respect to the outside rooms that each passage
leads to the middle of an inside room. The rooms have doorways lead-
ing into athwartship passages between the inner rooms; the outter rooms
have doorways in the outter ends of these passages, and the inner rooms
doorways in the sides.

24,208. RIVETING MARINE ROLLERS. W. B. THOMPSON,
DUNDEE,

_ Hitherto, in marine boilers the ends of which have the flanges turned
inward, the rear end only has been machine riveted. By the new
method, the fore end is first riveted, then the fire-box pushed through its

opening in the fore end from within and suspended with the attached
combustion chamber by means of wedges, so that room is left for
operating the riveter on the rear-end flange.

27,144. SUBMARINE AUDIBLE TELEGRAPHY AND SIGNAL-
ING. DR. J. KLUPATHY AND BERGER.

This invention relates to a transmitting device comprising apparatus
in which a ship’s body or other floating object is connected with a
vibrating system of strings or rods adapted to oscillate and stretched be-
tween the walls of the ship; or rods fixed in the center and caused to
vibrate, the oscillations being communicated to the water by the body,
acting as a soundboard. The string may be, for instance, excited by the
rotation of a friction wheel covered with cloth, silk, etc. The sound
continues as long as the wheel is rotating or the string touched and
vibrated. Morse signals can thus te produced by damping the string
between signals.

17,596. SIGNALING BY WATER SIRENS.
KUHNKE, KIEL.

In order to secure a uniform speed for electrical motors used in
driving these sirens, the lever, by which such a siren is opened or closed,
also simultaneously makes or breaks, respectively, an electrical contact
in the motor circuit so that the current, when the siren is closed,
traverses a resistance equivalent to the load imposed by the siren when
at work. By this arrangement the note pitch of the siren is not affected
by variations in speed.

NEUFELDT &

INTERNATIONAL MARINE ENGINEERING /

APRIL, IQ12

20,908. ASH EJECTORS. SOC. ANON DES. ETAB. DELAU-
NAY-BELLEVILLE, ST. DENIS.

This apparatus is characterized by an archimedean screw which ro-
tates at a slow, uniform speed and receives from a hopper, located
above, the cinders and clinker, and conveys them to the neck of an
ejection nozzle supplied with water by a pump at high pressure.

13,317. SUPERHEATERS FOR MARINE BOILERS.
JORGENSEN, COPENHAGEN.

With smoke-tube superheaters it has been found that the lower row of

smoke-tubes is easily choked, thus impeding the draught and rendering
these superheating elements ineffective. By this invention this draw-

@, 1,

back is alleviated in that the obstruction in the lowermost smoke-tubes,
by the superheating elements, is relatively decreased by making the
length of the superheating tubes (the long U-shaped tubes) different, and
arranging the shortest in the lowermost and the longest in the upper-
most smoke-tubes.

28)894. SCREW: (PROPELLERS. W. Ee WHITE, KG. BS
FROM D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. NAVY.

In order to minimize the harmful effect of cavitation on the efficiency
of high-speed propellers, this invention consists in giving the following
portion of the blade face a setback with reference to the leading portion,
so reducing the area of the blade face covered by cavities generated by
the action of the leading portion. The formation of cavities over the

back is helpful to efficiency, but if the speed of the leading edge of the
blades becomes so great that cavities extend over a large proportion of
the blade face the efficiency of the propeller is reduced. The first
figure shows the effect of cavitation on the ordinary blade, and the
second figure, the new shape and its cavitation. The others are modi-
fied forms.

26,036. CONSTRUCTION OF SHIPS AND DESIGN. A. E.
BERESFORD, GOOLE.

Relates to an alteration in the form of ships’ bottoms. These are
corrugated fore and aft. This construction affords greater longitudinal
strength than plating not corrugated. The floors, cut to suit, have a
firmer foundation and cannot ‘“‘trip.”? Intercostals and longitudinal
girders between floors are obviated. The corrugations act as wash
plates and retard the force of water-ballast transversely in double bot-
tom steamers Among other advantages, the reduction of rolling is
claimed.

™

_ lial

I} VOEXR D

International Marine Engineering

ffea _ MAY, 1912

The Lucket dredger Bassure de Baas, illustrated on this
page, has been built this year by the Société des Ateliers et
Chantiers de France, Dunkerque, for the French administra-
tion of Ponts et Chaussées at Boulogne, and to plans approved
by Monsieur Delmotte, engineer to the Ponts et Chaussées,
whose extensive knowledge of dredging operations and of the
speeial requirements of that port were invaluable to the
builders in preparing the plans. She is one of the most pow-
erful dredgers built for this department, and has been specially
designed for dredging in very hard grounds. To this end
every part of her structure has been very strongly built, and

~The French Bucket Dredger Bassure de Baas

ably stronger than those required by the Bureau Veritas for
this type of vessel. The riveting of the hull, main framing
and bucket ladder has been, where possible, done by hydraulic
power.

A strongly-built raised forecastle ties the two sides of the
vessel above the ladder well, and carries the blocks supporting
the. weight of the bucket ladder. The hull is divided into
eighteen watertight compartments by means of longitudinal
and transverse bulkheads, in order to ensure a good margin
of buoyancy in case of collision.

A comfortable accommodation for captain, engineers and

FIG. 1.—FRENCH BUCKET DREDGER BASSURE DE BAAS

special attention has been paid to the withstanding of the
enormous shocks met with from time to time. The general
dimensions are as follows:

Wengthwovernallarerin. . (scene enc iey ve tise 200 feet.
Length on waterline ...... Gear puiee tt 180 feet.
Brenan, mrollacl ,occvococxcnsanccooecd000 38 feet.
Dye, THONG Goocouddd cododoocooUOUGO NOS 15 feet.

Speed (loaded with 650 tons of material). . 6% knots.
Output per hour from a depth of 26 feet

belowathenwaterlinceereeenrerreecnrers
Maximum depth of dredging (with the

bucket-ladder at an angle of 45 degrees).

10,000 cubic feet.

60 feet.

The center portion of the vessel is a hopper of 10,000 cubic
feet capacity, the doors of which are opened and closed by
means of a powerful steam winch situated amidships. An ar-
rangement is fitted which permits of the doors being opened
either all at once or singly, should it be necessary. Shoots are
arranged, fitted with big gate valves, enabling the vessel to
discharge the dredged matter-into her own hoppers or into
hopper barges at either side. These gate valves are built of
steel and thickly armored with elm, each having a special
steam winch for its opening and closing. The hull has been
built of Siemens-Martin steel, the scantlings being consider-

crew is provided under deck, and a luxurious office is pro-
vided for the superintendent and placed abaft the engine room.
Ventilation and light are abundantly supplied, and a contin-
uous service at sea is easily possible. A complete electric and
oil-light installation is fitted throughout, four arc lights being
fitted on deck to permit of working at night. A well-fitted
smithy and workshop is placed under the forecastle head.
The storerooms are large, as necessitated on this type of
vessel.

The vessel is propelled by twin-screws, driven by two com-
pound, surface-condensing engines. These engines are also
used singly for driving the dredging apparatus, being con-
nected and disconnected by means of direct clutches. Their
principal dimensions are as follows:

16 inches,
32 inches.

High-pressure cylinder
Low-pressure cylinder

SUTOLG@ 'S6 ovis ob odd ou aco ae ees 24 inches.
Revolutions per minute............ 120
Total indicated horsepower........ 750

Steam is supplied from two Scotch boilers of 14 feet diam-
eter and 11 feet length, working at a pressure of 130 pounds
per square inch. A “Field” type donkey boiler supplies the
auxiliary machinery, heating, dynamo, etc., while in port.

172 INTERNATIONAL MARINE ENGINEERING

The coal bunkers and feed-water tanks are large enough to
permit of 70 hours’ continuous steaming at full speed.

The auxiliary engines for maneuvering the vessel consist of
powerful twin-cylinder steam winches placed at the bow and
stern for regulating the mooring chains during dredging
operations and also serving as windlasses. The forward
winch, which extends the full width of the vessel, develops
110 indicated horsepower, and comprises six barrels and 2
gypsy-wheels. The after winch is somewhat smaller, de-
veloping 50 indicated horsepower, but possesses the same com-
plement of barrels and gypsy-wheels. It is also arranged to
gear up with the chain of buckets so as to enable it to be
turned in time of repairs.

A steam crane, lifting 8 tons at a radius of 29 feet, is placed
on the forecastle head to facilitate the repairs to the chain of

FIG. 2.—VIEW SHOWING FRICTION CLUTCH ON BUCKET DRIVE

buckets, and also for the removal of the heavy stones oc-
casionally brought up, which, if allowed to fall into the hop-
pers, would probably go right through the bottom. It was not
long ago that a piece of rock weighing 6 tons was brought up
by a dredger in Boulogne harbor, and stones of about 1 ton
are a common occurrence when dredging in the hard ground.

The hoisting and lowering gear for the bucket ladder con-
sists of heavy four-fold blocks, rove with a flexible steel wire
rope of 5% inches circumference. This rope is wound round
a drum driven by a double worm gear, actuated by a special
winch situated under the deck. This winch is twin-cylinder,
and develops 190 indicated horsepower. It is maneuvered
from the deck, under the control of the chief dredger. By
this means the bucket ladder can be raised or lowered at will
and at a speed of 5 feet 3 inches per minute.

The dredging apparatus, as above mentioned, is driven by
one main engine at a time, the power being transmitted by
very heavy cast steel gear wheels. A transmission room is

May, I912

placed between the stokehold and the engine room, where
there are two different multiplications of gear, used according
to the nature of the ground dredged. From the transmission
room the power is transmitted by an inclined shaft actuating
by more heavy cast steel pinions and bevel wheels the tumbler
prism driving the chain of buckets.

A great feature of the drive. is an enormous friction clutch
on the upper tumbler prism shaft, which can be regulated so
as to slip whenever the buckets come into contact with some-
thing abnormally resistant, thus diminishing the heavy shocks
due to encountering big pieces of rock, etc. This clutch, which
is the invention of Mr. Boyd, managing director of the
builder’s firm, is clearly shown in Fig. 2, a most useful point
being that it can be regulated with the machinery in motion,
thus permitting the regulation to be made to a nicety.

The buckets are formed of cast steel backs with hard steel
plate bodies. These are surmounted with sharpened lips of
special quality steel. All the riveting is hydraulic. Each
bucket is of 12.5 cubic feet capacity, and there are forty in
the entire chain. The buckets themselves weigh about 1%
tons each, and the forged steel links connecting them weigh
1% ton a pair. The chain of buckets is guided along the bucket
ladder on cast steel rollers, of which there are fourteen. The
tumbler prisms are of cast steel, easily accessible and auto-
matically lubricated by grease under pressure. After passing
the upper tumbler prism the chain of buckets passes over a
guide wheel, which prevents the slack in the chain from touch-
ing the structure of the main framing when dredging in deep
water.

A large double-acting pump, placed in the engine room,
ejects water onto the shoots in order to facilitate the sliding
of sticky materials, such as clay, etc.

The stern compartments occupied by the machinery are cov-
ered by a spacious deckhouse, in which is fitted auxiliary
machinery, such as pumps, ash-hoist, steering gear, etc. The
donkey boiler occupies the forward portion of this deckhouse.

The dredger, fully equipped, is completed by two lifeboats
and a heavy boat, put overboard by two derricks aft, for the
placing of the anchors and mooring chains, On the top of the
main framing is installed a navigating bridge and a house con-
taining steering wheel, telegraph, chart table, etc. On the
top of this house is placed the standard compass.

During trials, and during the six months in which this
dredger has been in service, the results have been well in
excess of those demanded by the owner’s specification. As
much as 14,500 cubic feet has been discharged in one hour
when dredging in the clay-mud, and 13,000 cubic feet has been
about the average. When dredging in the rocky and stony
ground naturally no average can be taken, but here also the
vessel has given every satisfaction.

This firm built at the same time a similar dredger of very
slightly smaller dimensions for the port of Dunkerque. In this
case the hopper doors were actuated by hydraulic power, but
otherwise the designs were essentially the same.

Lloyd’s Register of Shipping reports that excluding war-
ships there were 545 vessels of 1,686,898 tons gross under con-
struction in the United Kingdom at the close of the quarter
ended March 31. The tonnage now under construction is
about 168,000 tons more than that which was in hand at the
end of the last quarter, and exceeds by 312,000 tons the tonnage
building in March, 1911. The present figures are the highest
ever recorded in the society’s quarterly returns. The total
number of warships under construction in the United King-
dom for the British Admiralty is 54, of 319,740 tons displace-
ment. In addition there are seven warships building for
foreign governments of an aggregate displacement of 109,700
tons. The condition of shipbuilding in the United Kingdom
is therefore much better than ever before in the history of the
industry.

May, 1012

INTERNATIONAL MARINE ENGINEERING

173

Shell Suction Dredger Used in the Dutch Shell Lime Industry

BY F. MULLER

Much of the lime used in Holland is shell lime, produced
from the shells that are dug up at the sea coasts. Some twenty
years ago this was done exclusively by hand, by means of
iron-hooped bags attached to long poles, handled by a man
standing on a barge. The total weekly output was neces-
sarily very small; it was well paid, however, the price being
about $4 (16s. 8d.) per 100 cubic feet, as the supply did not in
any measure answer the demand. It will be understood that,
if the hand work was paid well, the man who first introduced
a barge with a steam engine driving a centrifugal sand pump
was paid better still, as the demand remained the same and the
prices did not come down much. It is said that two seasons
made this inventor a rich man. Of course, many wanted to
follow this example, and several shell suction dredgers were
built, some driven by steam engines and some by oil motors.
The prices of shells came down considerably, one season even

VAN BRAKEL

The accommodation of the staff is in a roomy deck house on
the deck near the engine room; the crew’s quarters are for-
ward under the deck. Between the engine room and crew’s
quarters all space is taken up by the hold, which may be filled
with shells should no lighters be obtainable, and which gives
opportunity to use the ship as a freight steamer during winter

HOSE

ELEVATION AND PLAN OF DUTCH SHELL SUCTION DREDGER

to 70 cents (2s. 11d.) per 100 cubic feet.
the market recovered somewhat.

One of the latest of these shell dredgers was built in 1908 by
Messrs. E. J. Smit & Son, of Hoogezand, Holland, to the order
of Messrs. G. Doeksen & Sons, of Terschelling. The ship is
named Willem Barendsz, after the famous Dutch Arctic ex-
plorer, who in 1606 tried to force the Northeast Passage, but,
after losing his ship, was forced to pass the winter on Nova
Zembla, and died in an open rowboat during the return

Since then, however,

voyage. The principal dimensions of the Willem Barendsz
are:

Length between perpendiculars...... 108 feet.

IB Carrikte tye eesti, « Ripe rete s 20 feet.

Dep thttetcw sees cis! tamer se eared 7 feet 3 inches.

The hull is built entirely of steel to the rules of the German
Lloyd’s under special survey. The engine room is aft; the
propeller shaft passing under the boiler as the engine and
pump are placed close together towards the center of the ship.

time. Usually, however, the shell is delivered into lighters
and the hold is used as a coal bunker and workshop. The
steering wheel and compasses are on top of the deckhouse,
giving a free outlook over sea, which is necessary when navi-
gating on the shoals near the Dutch coast and between the
many islands.

A strong pole mast, 46 feet from the deck, with two der-
ricks, is fitted between the two hatches, with a strong steam
winch for handling the shell sieve, suction tube or cargo, or
for coaling the ship. A heavy steam anchor winch is fitted
forward, with a special head for hoisting the suction tube.

PROPELLING MACHINERY

The engine and boiler are built to the requirements of the
German Lloyds. The 7-foot boiler has a heating surface
of 430 square feet and produces steam at a pressure of 160
pounds. The engine is a diagonal one-crank compound en-
gine; cylinders, 9 inches and 16 inches by a 12-inch stroke,
which at 200 revolutions develops 110 indicated horsepower.

174

Air, circulating, feed and bilge pumps are driven from the
low-pressure crossheads, and placed on the side where the
condenser is attached to the ship’s side. An independent
steam pump is fitted for boiler feeding and auxiliary purposes.
All sea valves are placed on the starboard side, as the water
and sand delivery is on the port side. The crankshaft has a
coupling flange at each end; the forward one connecting to the
pump, the after one to the screw shait, which bears a four-
bladed propeller of 4 feet 3 inches diameter and 5 feet 9 inches
pitch.
DrepcGinc APPARATUS

The general arrangement of the pumping installation is
rather like that of an ordinary suction dredger.* In deter-
mining the principal dimensions of pump and suction tube,
however, and when fixing the usual number of revolutions,
the difference between sand or mud and shells should be
taken in account. Experience is here, as in all other cases of
engineering, of the first importance.

Pump

The pump is of the ordinary sand-pump type as generally
constructed in Holland and Germany. The inner circum-
ference of the casing follows closely the circle described by the
impeller blade tips, and only about one-third the circumfer-
ence deviates from that circle to give access into the delivery
tube. There is thus a marked difference between this pump
and the ordinary water pump, whose inner form follows a
spiral line all around the circumference. It may be mentioned
here that the Polson Iron Works, Toronto, and the Nagel &
Kaemp Company, Hamburg, Germany, have recently con-
structed successful sand pumps of the spiral form,

The three Bessemer steel blades of the impeller are slightly
curved backwards and attached to the heavy wrought steel
impeller arm by screw bolts. As the wear and-tear caused by
the continual rapid passage of water, sand and shells is tre-
mendous, the pump should be easy to overhaul and fitted out
with wearing plates inside, which may be readily renewed. A
water chamber is cast onto the stuffing-box, into which water
is forced by an independent steam pump or by a branch from
the circulating pump delivery. This. causes a slow, con-
tinual flow of water from the outside, along the shaft, into the
inside of the pump, thus preventing any sand getting in be-
tween stuffing-box and shaft.

TUBES

The suction tube is attached by a short leather hose,
strengthened by a steel mail to a cast iron bend which com-
municates with the pump tube inside the ship. This bend, as
well as the end of the suction tube, can be lowered and raised
by appropriate hoisting tackle, and the whole tube with bend
and all can be hoisted and stowed on deck when the ship is
to sail into harbor.

The delivery tube passes from the pump through the deck-
stringer, and leads by way of a sectioned tube to the shell
sieve.

SIEVE

This sieve rests on rollers which are fitted underneath on
the bulwark and on the hatch coaming, and thus may be rolled
all along the hatch when the dredger is filling its own hold.
The sieve consists of an open rectangular box, in which the
sieve plate (5/16-inch steel plate with holes punched close
together) is fitted in a horizontal position on three steel bars.
The water and sand pass through the sieve plate to a square
tube which discharges overboard near or at the waterline.
The shells are waterborne while on the sieve, and thus easily

* For a very complete and fully illustrated article on sand pumps and
gear, see Zeitschrift des Vereines Deutscher Ingenieure, 1909, page 969,
and 1910, page 657.

INTERNATIONAL MARINE ENGINEERING

May, 1912

shoveled off by one or two men to the inside when loading the
ship's hold, or to the outside through a gutter leading to the
hold of the other vessel.

Some shell dredgers have a rotating shell sieve of cylin-
drical form, which is driven by a small steam engine. Though
using a great quantity of steam these sieves are capable of
dealing with huge quantities of shells and even of assorting
them in two sizes and charging two vessels at the same time
with different sizes of shells. This, however, is only possible
when the suction tube is fitted in the middle line of the ship.

MANAGEMENT

Proper design and reliable construction are the first steps
necessary to get a successful shell dredger, but an experienced
skipper, who knows where to find shells and how to regulate
the number of revolutions of the pump that it may be most
efficient, is no less important. It is a common observation on
shell dredgers that for a long time only sand and water are
brought up, till all at once at a certain number of revolutions
the shells appear. The skipper therefore has his place near
the sieve, and observing the delivery of the pump, regulates
the number of revolutions accordingly by means of a hand-
wheel which is connected to the steam throttle valve.

The Willem Barendsz has proved to be a very successful
dredger, and has many times beaten other dredgers of greater
power. As pointed out above the efficient design and con-
struction are not the only causes of this. A great part of the
success is due to the skillful and tenacious handling by the
crew, who every year keep up dredging till the December
storms prevent other vessels coming alongside to take in
shells.

The biggest delivery for one day of fifteen hours has been
4,300 cubic feet; a mean delivery of 1,500 to 2,000 cubic feet
in fourteen hours is more usual, working from 175 revolu-
tions, when the impeller blades are new, to about 210 revolu-
tions when they are worn away. The steam pressure when
dredging is usually 125 to 135 pounds. The crew consists of a
skipper, engineer, mate, fireman, two deck hands and cook.

Dredger Rhyl for the London and North
Western Railway Company

Messrs. Ferguson Bros., of Port Glasgow, have built a power-
ful twin-screw combined suction and grab dredger named the
Rhyl for the London & North Western Railway Company’s
service at Garston, on the Mersey. The vessel is classed 100
A 1 at Lloyd’s, and has been constructed to the specification
and under the direction of Commander G. E. Holland, C. 1. E.,
D.S.O., marine and dock superintendent for the company.
The four powerful grab cranes are arranged at each corner of
the hopper, one of the forward cranes having an extended jib
to reach over the bow for dredging in confined spaces.

The machinery consists of twin-screw, triple-expansion pro-
pelling engines with a full set of modern auxiliary machinery,
comprising one set of Weir's pumps, a feed heater filter,
duplex, ballast and separate air and centrifugal circulating
pumps. Electric light is fitted throughout. The sand pump is
arranged in a separate engine room, and is driven by a set of
compound marine type engines, the suction is fitted under the
waterline, and has a slide for raising and housing the pipe in-
board. This arrangement has some special features which are
free from the complications usually found in this. type of
fitting. Steam is supplied by two double-ended boilers, the
working pressure being 160 pounds per square inch.

This is the fourth vessel built for the London & North
Western Railway during the last four years by Messrs. Fer-
guson Bros. :

May,

Fijenoord, Rotterdam, Netherlands.

IQI2

INTERNATIONAL MARINE ENGINEERING

Rotterdam Dredges

Several interesting dredgers of both the bucket and the
Suction types have been built recently by the Establissement

of the following dimensions:

SUCTION AND GRAB DREDGER RHYL

The latest of these are

z > Europa AND Am-
Name see ftietiian: MAASHAVEN. SLIEDRECHT V. RTT,
PE ype totais heaien Suction-dredger. Suction-dredger. Bucket-dredger.
Owners G. A. van Hattem, L. Volker, J.P. Heyblom,
Dordrecht. Sliedrecht. Rotterdam.
Length..... Bostode 124 feet 144 feet 148 feet
Bread theeeereeerernn 22 feet 31 feet 25 feet
eames 10 feet 13 feet 11 feet 4 inches
(DralPVessntcos sc. 5 feet 9 inches 6 feet 5 inches 5 feet 7 inches
IDES, onoon00 0000 Sand pumps 300 Sand pumps 700 | 200 indicated horse-
indicated horse- indicated horse- power.
power. power.
Water pumps 150 | Water pumps 200
indicated horse- indicated horse-
power. power.

The bucket dredgers deliver the spoil into hopper barges

placed alongside.

The shoots are movable for this purpose.

The dredger can work to a depth of 4o feet with the ladder
in its ordinary position, while by altering the upper bearing
of this to a special support the depth reached can be extended

foe

SLIEDRECHT. AY

SLIEDRECHT NO. V

to 60 feet. The bucket capacity is 21 cubic feet; speed, 12-18
buckets per minute.

The suction dredgers are designed for unloading barges
alongside, and delivering the sand or heavy clay at a long dis-
tance through a piping arrangement (the Sliedrecht V. de-
livers up to a distance of 6,500 feet). The Europa and

EUROPA

Amerika are constantly at work in the Suez Canal, the Maas-
haven at the harbor works in North Germany, and Slied-
recht V. mostly for the Municipal Works of Rotterdam.

The Bureau of Navigation reports 1,051 sailing, steam and
unrigged vessels of 151,341 gross tons built in the United
States and officially numbered during the nine months ended
March 31. Of these, 21 aggregating 20,258 gross tons and 18
aggregating 52,895 gross tons were steel steamships built on
the Atlantic and Gulf coasts and on the Great Lakes, re-
spectively. During the corresponding nine months ended
March 31, 1911, a total of 987 vessels of 228,677 gross tons
were built in the United States. The total built during
the month of March this year is 130 vessels of 18,829 gross
tons.

176 INTERNATIONAL MARINE ENGINEERING

May, 1912

Notes on Hydraulic Dredge Design

BY M. G. KINDLUND*

It is the intention of this article to discuss briefly a few of
the problems that confront the engineer in the design of
hydraulic dredging plants. Only those dredges discharging
through long pipe lines will be considered at this time, as a
greater diversity of experiences and of opinions seems to exist
in regard to this type of machine than to those discharging
directly into hoppers or barges.

Theoretical considerations are usually not given much
thought in ordinary dredging operations, and unless the con-
tract in hand involves a large amount of money and extends
over a considerable length of time, it is of perhaps small conse-
quence whether the conditions are met by a suitable design
or not. It is usual to employ the same plant on many con-
tracts, and it is obviously an advantage to suit average condi-
tions that experience teaches us are most liable to be encoun-
tered. However, there are many times when a careful study
might profitably be made of special conditions that can only be
successfully met by alterations in existing designs or by
building an entirely new plant. The preliminary expense and
delay will be amply justified by results, as has been demon-
strated many times. The greatest efficiency is desirable in a
plant working so continuously as does a dredge, and the utmost
care exercised to guard against breakdowns that involve loss
of time. To every dredging contractor the pertinence of the
ancient proverb, “Time is money,” has been brought home
more than once.

Five considerations have been selected from among a num-
ber, which will be taken up in the succeeding paragraphs:

. The selection of the proper size of pipe.
. Determining the power required.
Design of the pump.

. Auxiliary deck machinery.

. Hull.

mB Ww NY H

PROPER SIZE OF PIPE

Hydraulic dredging is a process whereby solid material,
heavier than water, is transported through pipes by virtue of
the velocity of a current of water. The prime requisite, then, is
velocity. By reference to the following table the effect of
increasing the size of pipe on the quantity of water pumped
with the same expenditure of power is shown:

Diameter of

Pipe in Inches Quantity of Water Percent Increase

16 100 Mi
18 122 22
20 145 19
22 170 17
24 195 15
27 238 22
30 283 19

It is seen that, theoretically, by increasing the diameter of
pipe a single size the efficiency of the operation may be increased
from 15 to 22 percent. Here are two conditions that the
designer has before him: First, the smaller the diameter of
pipe he uses the higher the velocity and the greater the per-
centage of solids in the mixture transported. Secondly, the
larger the diameter the greater the volume of mixture that
will be carried for a given expenditure of power. He must
find the proper size of pipe that will ensure a sufficient velocity
to carry the material in suspension and at the same time give
the maximum discharge obtainable.

Light material, silt and fine sand, are easily carried in sus-
pension by the water. For these a greater diameter with

* Engineer, 17 Battery Place, New York.

lower velocity may be employed than for coarse sands and
gravel. A limit to the velocity of discharge is reached when
the friction head begins to increase at too rapid a rate. This
critical velocity, as it may be termed, for sizes in the neigh-
borhood of 20 inches occurs at about 12 feet per second. Not
only does the friction become excessive beyond this point, but
if sand is being pumped the abrasive action on the internal
surface of the pipe becomes too severe. Thus a practical limit
is set for sand dredging, which it is not wise to exceed. A
gain in proportion of solids transported may be offset by the
necessity of more frequent renewals of discharge pipe. The
accompanying set of curves demonstrates quite clearly the
rapidity with which the power increases with small increases
of velocity. These curves were prepared from data obtained
during a series of tests of a 24-inch dredging plant pumping
water through varying lengths of pontoon and land pipes.
The friction factors are much in excess of those commonly
used for cast iron pipe, as might be expected, and are higher
for pontoon pipes connected by rubber sleeves than for land
pipe, the ends of which are telescoped one into the other.

For those dredging contracts where the greater part of the
pipe rests on the fill, or is carried across intervening ground,
instead of being supported by floating pontoon pipes, the labor
involved in handling the large sizes, 7. e., changing from one
position to another, turning the pipe around, telescoping and
packing the ends, etc., sometimes prohibits the use of the most
economical size. Under certain conditions the consequent loss
of time and extra labor may counteract the increased
efficiency.

Thus practical as well as theoretical limits are set for both
minimum and maximum sizes of discharges, but it is manifest
that the selection of the proper intermediate diameter is a
matter of serious consequence. On an extensive piece of work
it may mean either success or failure.

The results of dredging contracts with which the writer is
familiar, extending over long periods of time, show it to be
true that the effect of using too small a pipe is to diminish
the output in cubic yards in a degree commensurate with that
obtaining for water. As noted above this may vary between
15 and 22 percent. It has been demonstrated, for instance,
that for the same expenditure of power 20 percent more
material can be transported through 27-inch pipe than through
24-inch pipe. Practice and theory agree, then, that the most
efficient size pipe to use for any given power is the largest
size in which a velocity can be maintained sufficient to carry
in stispension the material encountered.

Power REQUIRED

Now, turning to the determination of the required power to
meet conditions we find the following factors entering in:

(a) Diameter of suction and discharge pipe.

(b) Kind of pipe, length of each kind and character of end
connections.

(d) Design of such details as suction head, stone box, ball
joints, non-return valve and bends in hull pipe.

(e) Efficiency of pump and of engine, which may vary from
35 to 70 percent.

(f) Nature of the material and the proportion of solids to
total mixture transported.

The effect of diameter of pipe on the necessary power was
taken up in the preceding paragraphs. As regards the kind of
pipe used and end connections of same, the friction coefficients
for floating pontoon pipe are in excess of those for land pipe
by amounts varying from 35 to 45 percent, depending on the

May, I912

velocity of current. For instance, at a velocity of 10 feet per
second the friction head per thousand feet of pontoon pipe is
17 feet, while for land pipe it is 12.5 feet. Similarly, the
values at 15 feet velocity are, respectively, 38 feet and 26.7
feet. These figures include suction, discharge and velocity
heads; but, of course, no lift, and were determined for 24-inch
pipe pumping water only. They are well above the friction
heads for cast iron pipe, and show the effects of sudden ex-
pansion at the rubber connections, of an occasional short bend
common in dredging, of the irregularity of flow through pipe
lying on uneven ground, and of a few small leaks that it is
almost impossible to prevent. Were dredging mixtures car-

INTERNATIONAL MARINE ENGINEERING

177

is the determination of velocity of flow necessary to transport
a given percentage of solid matter, and also the increased
friction head due to this mixture. We know from experi-
ments the power required to pump water through dredging
pipe per thousand feet. We know from the results of dredg-
ing operations the approximate proportion of solids trans-
ported for a given power with varying lengths of pipe line.
On long lines the solid material is sometimes not more than
5 percent of the total, even though the mixture has been
“saturated” most of the time, as it is, of course, the endeavor
of the dredge operators to carry the maximum quantity with-
out clogging.

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ANOICRTED FLERSE POWER Of ENGINE.

POWER-CAPACITY CURVES FOR A 24-INCH DREDGE

ried through pipe of uniform diameter, with long radius bends,
smooth joints and no leaks, the price per yard charged by
contractors would be considerably lower than obtains at
present.

The indicated horsepower of the engine is given by J. H. P.
= WX H X k, where W is weight of mixture transported
per minute, H is total head in feet, k is a coefficient represent-
ing combined efficiencies of pump and engine.

The total energy imparted to the fluid, whether it be water
or a mixture of sand and water, is expended outside the pump
itself, in overcoming entrance head, friction in pipes, actual
lift and in creating velocity. All this is included in the term
“head.”

The most obscure portion of the calculation for horsepower

We find that up to lengths of 1,500 or 2,000 feet the current
is not usually saturated; that is, the yardage is not propor-
tional to the length of pipe line, as is the case beyond these
lengths. This is due, of course, to the failure of the suction
to gather in sufficient material. Either the apparatus designed
for loosening the earth and sand or cutting the clay is not
effective, or else the suction head is not properly shaped to
introduce the material into the pipe. Then, too, there is a limit
to the power of the suction, no matter how great the velocity
of flow may be, and material outside of its influence cannot be
dislodged. A form of scraper head, such as is used quite gen-
erally on Government dredges, is well adapted to handle silt
and fine sand, and the Frihling type of suction head, with
provision for diluting the mixture at will to the proper

178

consistency for pumping, is admirably suited for light ma-
terial, particularly in the case of a hopper dredge, where the
discharge line is very short.

In the absence of reliable data, derived either from practice
or experiment, on the increased friction head resulting from
carrying varying proportions of sand, it seems fair to the
writer to assume that the head will vary directly as the density
of the fluid as long as the velocity is sufficient to carry the
solids in suspension. If any readers of this article know this
to be an unjust assumption for the sand percentages ordinarily
found in practice, say up to 25 percent, the writer would con-
sider it a favor if he were corrected. This assumption does
not hold in the case of argillaceous earths, which exert far
less frictional resistance to hydraulic transportation, and there
are certain unctuous clays which even seem to contribute to
the facility of their own removal. Of course, the weight of
fluid transported may be easily computed for a given pro-
portion of solids, and so the first two factors in the estimation
of horsepower may be obtained. The third factor—efficiency
of pump and engine—will be taken up in the following
paragraphs:

DESIGN OF THE PuMP

The pump, the so-called “heart” of a suction dredge, is
perhaps the most important feature of the plant, for on it
depends, in large measure, the efficiency and capacity of the
outfit. When sharp sand is encountered the wear on the
internal surfaces is so great that the time and labor necessary
to renew the worn parts becomes a serious consideration. If
liners are used they may be arranged to facilitate renewals,
as the maximum wear occurs always in the same parts. High-
carbon steel plate liners give perhaps the best service, neglect-
ing manganese steel, but even these will be cut through sur-
prisingly fast. With unlined pumps there have been times
when 1,000 hours of dredging have worn a 2%-inch cast iron
case entirely through. Manganese steel liners are sometimes
used, which, of course, have a much longer life. Recently
manganese steel castings have been employed for the entire
pump case, the drilling and tapping being accomplished by
providing cast iron inserts in the flanges and elsewhere where
necessary. The faced portions are ground, and so a practic-
able pump case is constructed from a steel that resists ma-
chining, but resists likewise the abrasion caused by sand and
the blows of solid objects.

The writer has seen a plate liner cut through at the line of
‘maximum wear, 7. e., at the tip of the runner blades, causing
a point of the plate to bend out far enough for the runner
to strike it. The plate was torn and curled up like a shaving
of wood through an arc of about go degrees until the resistance
stopped the engine. Is it any wonder that pumping engines on
a dredge have to be strongly built, when they may be thus
brought to a dead-stop from 200 revolutions per minute
through a quarter turn?

High efficiency is something striven for but rarely attained
in a dredge pump. Certain fundamental requirements for
efficiency are impossible where large, hard objects have to be
handled. It is surprising, by the way, to one unfamiliar with
hydraulic dredges to learn of the strange and apparently un-
manageable objects that pass into the suction and out of the
discharge, perhaps half a mile away. Stones about 18 inches
square and 24 inches long have made the trip through a
20-inch diameter pipe; likewise pieces of 3-inch pipe, 36 inches
long, with fittings at the ends, lengths of chain, big chunks
of concrete, pieces of wooden piles, etc., have been picked up
on the fill or removed from the pump casing. This indicates
the eminent desirability of spaciousness in the pump passages,
and this very requirement precludes anything more than a
fair efficiency, say 50 percent. The following brief explanation
will outline the reasons for this:

INTERNATIONAL MARINE ENGINEERING

May, 1912

The energy imparted to the mixture of water and solids in
its passage through the runner or disk is in two forms, poten-
tial and kinetic, 7. e., pressure and velocity. The pressure is
due to the action of the centrifugal force of the rotating mass
contained between the vanes, and the velocity approximates to
the peripheral speed of the runner. The radial component of
this velocity should be as great as possible, and this may be
accomplished by tapering the sides of the runner to gain a
gradually decreasing section as the distance from the center
increases. The object sought is a more nearly uniform radial
advance of the column of water. This, of course, is out of the
question for a pump whose minimum clear passage should be
at or near the center, where any obstruction may be easy of
access from the suction manhole. Thus the velocity is almost
entirely a “whirling’’ velocity, and as the water is discharged
directly from the runner into a large chamber the kinetic
energy is practically all lost. The converting of this energy
into pressure, by a throat or expanding passageway leading
into a volute, accounts for the relative high efficiencies of cen-
trifugal pumps handling water only.

The only theoretical advantage possible for a dredge pump
is the provision of a volute case, where increasing quantities of
water issuing from the runner at increasing distances from the
point of discharge, in the direction of rotation, may meet
water flowing around the casing at nearly uniform speeds. A
volute, or modified volute, case is desirable for sand pumps,
but the extra efficiency gained is hardly appreciable when the
other theoretical advantages are not at our disposal. Exten-
sive tests with dredging pumps participated in by the writer,
and the results of which he is familiar with, have demon-
strated that there is very little or no gain in efficiency due to
the volute form of casing. The same pump was used under
identical conditions, pumping water first with a circular case
and then a volute, and practically the same efficiency resulted.

The type of runner, likewise, does not very materially affect
the efficiency. Either open or closed runners may be designed
to give equally good results. The capacity, however, is usually
greater with a closed or shrouded runner. The tests above
mentioned show this to be true, and those conducted by the
Government engineers on the Mississippi River dredges prove
it conclusively. A closed runner on the dredge Epsilon showed
I2 percent more capacity than an open runner on dredge Zeta,
the pumps in other respects being identical. On the Zeta,
furthermore, three runners, with 3, 5 and 7 blades, were tested,
the efficiency varying but slightly, but the capacities of the 5
and 7-bladed runners were, respectively, 25 percent and 27
percent greater than the one with the three blades.

The outstanding advantage of the closed runner, however,
lies in the greatly reduced wear on the internal surfaces of
the pump. There is not the continual grinding action of the
sand between runner blades and casing, with the necessity
of renewals and loss of efficiency due to enlarged clearances;
there is no “spilling” over the edges, so to speak, but the mass
of water and solids is confined between the faces of the runner.
Of course, the disk of the latter is subject to wear, but this
is comparatively unimportant. A closed runner, furthermore,
may be more easily balanced. In the writer’s opinion this type
is much to be preferred.

AUXILIARY MACHINERY

The auxiliary machinery required to move a dredge not self-
propelled, to raise and lower the ladder supporting suction
pipe and cutter, to raise and lower the spuds and to perform
other deck operations, is capable of decided improvement on
the majority of dredges built in this country. First cost has
much to do with the rather crude apparatus often employed,
but many times it is due to lack of attention to details. It is
left to the last, has to be hastily erected, and made to suit
the construction of hull and upper works. Fortunately, greater

May, 1912 INTERNATIONAL
care is now being given to this feature of dredge operation
than formerly. This is apparent in the more compact arrange-
ment of drums, frictions, etc., and a more rigid connection to
a bedplate extending under all bearings; cut steel gears have
replaced rough cast iron, clutches and brakes are operated by
steam rather than by hand. The results have been manifold;
gears are less easily broken, the life of bearings is lengthened,
vibration and noise are reduced, less power is required, and
a reign of intelligence rather than brute strength on the part
of the operator has been inaugurated. There is still room for
improvements, and these will come as machines are built to
last instead of being put together for specific contracts.

Hutt DeEsicn

In conclusion, a word may be said about the hull proper.
It should be laid out last and designed to suit the machinery,
which, it is needless to say, is arranged as compactly as pos-
sible. Too often hull construction comes first, and features
are introduced that preclude the most desirable placing of

MARINE ENGINEERING

179

Perhaps another opportunity will be offered in these columns
for their consideration.

The Largest Bucket Dredger on the Thames

The largest bucket dredger on the Thames was built by
Lobnitz & Company, Ltd., of Renfrew, to the designs of the
Port of London Authority Engineers. It was named P. L. A.
No. 6, and has been in operation on the Thames since October

last. The dimensions are as follows:
MESSER AMS coh bo thcie 6 MeO RNR 214 feet.
Bread thmssvnry arnriarsc ore 4o feet.
Dep thee scare ae ererrsias etary tals\a 12 feet 6 inches.
Dredsinowidepthwecreeeeriat 55 feet below water level.
Capacity of buckets.......... 27 cubic feet each,

The dredge is fitted with triple-expansion engines, two large
return tubular marine boilers and very powerful mooring and
ladder hoist winches.

LOBNITZ DREDGER P. L. A. NO, 6

machinery. It is, of course, very important to have rigid
foundations for the engine, pump and auxiliary machinery,
and that the hull generally be strong enough to resist hogging
and sagging strains. But this result may be obtained by suit-
able construction, especially when steel is employed for hull
material.

The writer has proposed a composite construction combining
some of the advantages of both wood and steel, giving a very
rigid structure in a fore-and-aft direction and a space below
deck free from massive wood trusses and bulkheads, while
preserving the unquestioned advantages of wood planking and
decks. A complete steel hull is considerably more expensive
than wood, but when kept properly cleaned and painted will
outlast two wood hulls, and when its advantages as regards
strength, convenience of arrangement, ease of providing rigid
foundations for machinery, etc., are considered, it seems to be
the better investment.

It has been impossible to touch upon a number of points in
connection with dredge design that would be of interest,
among them being the cutting apparatus and the possibilities
of types of pumping engines at present not generally used.

The Dublin Dockyard Company, North Wall, Dublin, are
just completing a hopper grab dredger for the Limerick
Harbor Commissioners, which has been specially designed by
the builders for the owners’ particular requirements. The
dimensions of the vessel are as follows: Length between
perpendiculars, 140 feet; width, 29 feet 6 inches; depth, 12
feet 6 inches, and she is capable of carrying 500 tons of spoil
on a draft of 11 feet. She is built of steel to Lloyd’s highest
class and under their special survey, with additional strength-
ening for loading on ground. The propelling machinery is
placed aft, and consists of a pair of compound condensing
engines having cylinders 15 inches and 32 inches diameter by
24 inches stroke. Steam is supplied from a cylindrical return
tube boiler 12 feet diameter by 10 feet long, working at 120
pounds pressure. The dredging machinery, consisting of two
of Messrs, Priestman’s powerful grab dredgers capable of
lifting 80 cwts. each from a depth of 45 feet. from the vessel’s
deck, and the forward dredger is designed to work all round
so that vessel may cut her own flotation. The specifications
for the vessel are very full and call for the most complete
equipment.

180

INTERNATIONAL MARINE ENGINEERING

May, 1912

Test of a Mississippi River Suction Grader

BY THOMAS €. ALLEN

For the purpose of grading the banks of the Mississippi
River at certain places the engineers of the Mississippi River
Commission make use of a jet of water projected into the
bank at high velocity. The operation is similar to the
hydraulic mining once so common in some of the gold dis-
tricts of California. Heavy brass nozzles on the end of very
high-pressure hose are used, and the process consists essen-
tially in washing the earth from the banks into the river. The
pumping equipment is installed in a houseboat, which is not
provided with motive power of its own. This boat is towed
along the river as close to the bank as the depth of water will
permit. Originally heavy direct-acting pumps were in use
for this work, but in grader No, 1022, recently built in the
Government yards at Memphis under the direction of Capt.
Clark S. Smith, Corps of Engineers, U. S. A., an equipment

MISSISSIPPI RIVER COMMISSION GRADER NO. 1022

has been installed by the Allen Engineering Company,
Memphis, in which a unit driven by a steam turbine has been
employed. This being somewhat of an innovation for this
character of work, a brief description will prove of interest.

The hull consists of a barge 110 feet long, 30 feet wide and
6 feet in depth of side. The deck plan is a rectangle. In fact,
except for a little sweep upwards at the bow and considerably
less at the stern the entire hull has the form of a parallelopipe-
don. A deckhouse, set back 14 feet from the bow, measures
86 feet in length and 23 feet in width. A second-story at the
forward end furnishes living quarters for the crew, and is
provided with a balcony on three sides.

The machinery equipment consists in the main of a battery
of three boilers, 40 inches in diameter and 26 feet long; one
210-horsepower, two-stage ‘Terry steam turbine, and a four-
stage, 8-inch Alberger turbine pump. The steam turbine, with
180 pounds working pressure and 26 inches vacuum, operates
at 1,800 revolutions per minute, and is direct connected to
the pump, which is mounted on the same base. The pump has
a rated capacity of 1,200 gallons per minute against a total
head of 480 feet, this including both suction and friction.

The auxiliary machinery includes one surface condenser of
the water-works type, containing 470 square feet of cooling
surface, supplied by the Wheeler Condenser & Engineering
Company, a direct-connected horizontal wet vacuum pump, 6
by 8 by Io inches; a Cameron feed pump, and a Sims closed

’ gland body.

type feed-water heater. The latter utilizes the exhaust from
the two auxiliaries in heating feed-water for the boiler. The
suction water from the river to the pump is the cooling water
for the condenser.

This steam turbine is of the multiple-pressure stage type.
In the high-pressure stage the steam is expanded from the
live pressure down to approximately atmospheric pressure,
and the energy is absorbed by a single wheel. In the second
or low pressure stage the steam is expanded from the exhaust
pressure of the first stage down to the vacuum as carried in
the condenser, the energy being absorbed by two wheels in
this stage. Each of these low-pressure wheels has its own
system of jets and reversing chambers of the well-known
Terry type.

The glands or stuffng-boxes are of the labyrinth type.
Composition strips are set in a sleeve on the turbine shaft;
these strips project above the surface of the sleeve, and are
so placed that they are in approximate contact in an endwise
direction with portions of the gland pot or body, which is
fastened to the turbine case. In addition to the rings men-
tioned above each sleeve is equipped with split piston rings,
which bear on their peripheral surface against a portion of the
The portion of the gland between these two sets
of rings is cored, and a connection is made between the high
and low-pressure gland so that any steam which might get by
the first set of rings on the high-pressure gland is collected in
this cored space and led to the low-pressure gland; in this
way absolutely sealing the low-pressure stage. The bearings
of the machine are supported from the turbine case, so that
any change of temperature, due to load, etc., in no way affects
the alinement of the set. The pump and turbine are directly

_ connected through a rubber bushed flexible coupling.

The contract with the Government called for a steam con-
sumption test of the unit six hours in duration. The guaran-
tee included 31.9 pounds of dry steam at 180 pounds pressure
and 26 inches vacuum per water-horsepower delivered. As-
suming a pump efficiency of 70 percent, which is guaranteed,
this would mean a guarantee of 22.25 pounds of dry steam per
brake-horsepower per hour at the pressure and vacuum above
mentioned. The test was made by United States engineers,
assisted by engineers from the Allen Engineering Company.

The speed of the turbine was taken by means of an indi-
cator on the end of the pump shaft. The steam pressure was
measured by a gage in the steam line close to the throttle, and
its quality by means of a throttling calorimeter. The steam
consumption was measured in the usual manner by means of
two tanks carried on standard scales and used alternately for
weighing the discharge from the air pump. The vacuum was
measured by means of a mercury column; all temperatures
were taken in mercury wells. The discharge water from the
turbine pump was measured by means of a weir located on
the bank, the water being carried to the weir by means of one
of the high-pressure hoses. The total pumping head was
measured by means of gages placed at the pump in both suc-
tion and discharge lines. All gages, scales and other measur-
ing instruments were carefully calibrated and tested.

The steam consumption guaranteed covered the total con-
sumption of the turbine and the wet vacuum pump. The
exhaust line from the latter was therefore temporarily di-
verted from the feed heater into the condenser, in order that
its exhaust might be included in the total. The conditions
prevailing during the test were not exactly in accordance with
those on which the guarantee was based. The corrections,

May, 1912

however, covering differences in steam pressure, vacuum and
water-horsepower, were agreed upon beforehand. The results
of the test, which proved very gratifying, showed an actual
steam consumption of only 28.4 pounds per water-horsepower,
against 31.9 pounds guaranteed, this being equivalent to 10.85
pounds actual for brake-horsepower against 22.25 pounds
guaranteed. This shows an economy I1 percent better than

INTERNATIONAL MARINE ENGINEERING

I81

to come from two square wells running down through the
center of the hull, each having a suction head. One of these
heads passes its water through the condenser and then into the
pump, while the other discharges directly into the pump. In
order to withstand the very heavy pressures to which the
ultimate 8-inch discharge line is subjected, the latter is made
of extra heavy pipe.

TERRY STEAM TURBINE AND ALBERGER TURBINE PUMP ON THE MISSISSIPPI GRADER

was stipulated. At the same time the capacity of the unit in
gallons per minute against the total head showed 11.5 percent
greater than had been guaranteed.

The general summary of the test follows, the figures being
averages of twenty-five readings taken 15 minutes apart. The
date of test was Dec. 20, I9IT:

Average steam pressure ............. . 180.9 pounds.
Ox OF GWEN 5 55000000000000000000 95.02 percent.
IBATOMEL Cape scneen chs <-occdaesereeraeleloerls 29.49 inches.
Vacuum referred to 30 inches barometer. 25.05 inches.
Pump discharge in gallons per minute.. 1,348.9

Total head, including suction & friction. 487.4 feet.

Sco Ineacl ooccocecoavoosauadaeo 14.4 inches.

Discharsesheadineeereeeeeree co006 AOA wraxsraalg,
Water-horsepower delivered ....... OAT
Revolutions per minute .......... od000 IAD
Pounds standard dry steam per water-

NMORSAVONVEP Socovoscccsocgcceceods 28.4
Pounds standard dry steam per water-

horsepower guaranteed ........... 31.9
Pounds standard dry steam per brake-

MORSANONVSPE oooocoococsooccc000006 19.85
Pounds standard dry steam per brake-

horsepower gtiaranteed ........... 22.25
Pounds standard dry steam, total...... 4,746
Duty in million foot pounds per 1,000

DOmINGS Chay RWI 5600ccc000000000 60.85

From the plans it will be noted that a capstan at each end
has been placed for towing and mooring purposes.
be noted that the three boilers discharge their products of
combustion into a single tall stack. The suction will be seen

Tt will also ©

_ Twenty-Inch Hydraulic Disposal Dredge

The New York State Barge Canal construction has brought
out several novel designs of dredges to meet conditions and
the prices obtainable for the excavation. Most of the contracts
for excavation have been let during years when the railroads
were not building new lines or improving old ones, and conse-
quently were not giving work to the contractors. As a result
there has been considerable competition in bidding for the
barge canal contracts and the prices have generally been low.
Under such circumstances it has been necessary for contrac-
tors to go on the work with a plant modern in every respect
and especially adapted to do that particular piece of excavation
in the cheapest possible manner. This necessitated high plant
expense, but it meant that the contractor would have the
salvage value of this plant when he completed the work,
rather than to have nothing to show but receipted pay rolls for
perhaps a like amount of money. In other words, first cost
was increased to keep down operating costs—labor was re-
duced to the minimum by increasing the cost of equipment.
Plant is always an asset—receipted pay rolls are not.

Contract 18-B covers a section of the canal 5 miles long,
and reaching from Mindenville to Canajoharie. The work
comprises the canalization of the Mohawk River and the pro-
vision of proper entrances for several streams which will
empty into the canal. As the canal for the most part follows
the largest channel in the river, at scarcely any point did the
entire prism of the canal have to be excavated. For long
stretches only a very small percentage would be required.
This small percentage might be a thin layer all across the
bottom or might be concentrated at the toe of one slope. In
other stretches there would not be depth of water for floating

182 INTERNATIONAL MARINE ENGINEERING

anything drawing over a foot of water. The river often had
two channels with low lying islands. The spoil areas, in the
main, consisted of the abandoned channels behind these
islands. Clearly dumping scows could not be used, as they
would be aground on the material they dumped. Flotation was
not sufficient for tugs. Some of the spoil had to be deposited
on the islands. Unloading of deck scows by derricks and
skips and distributing by cars was impossible. A large per-
centage of the material spoiled had to be placed in dykes which
would be fairly compact and impervious to water. The larger
stones could be used for paving the slopes as called for by the
contract. Test pits were dug at many points, and it was
ascertained that most of the material consisted of gravel with
quite a large percentage of sand and large stones, the latter
being of such size and quantity as to be likely to interfere
with the continuous and efficient running of a centrifugal
pump. In a great many places the gravel and boulders were so
compacted as to prevent the successful employment of a
hydraulic dredge with a powerful cutter head.

May, 1912

geared to the hoisting drum shaft, which in turn is geared
to the backing drum shaft, this shaft carrying also the stern
spud drum. The hoisting is by three parts of wire rope, the
backing being wire rope also, both drums being grooved.
The boom swings through an are of 180 degrees, The hulls
are 100 feet by 34 feet.

The stone scows are 13 feet wide and 28 feet long, built of
timber and arranged as center dump.

The hydraulic disposal dredge has a spud at the stern and
one near the bow to keep it anchored. These spuds are hoisted
each by an independent engine. A hopper is mounted on the
bow on the center line of the dredge.

On each side of the hopper are shaking tables upon which
the material is dumped by the dipper dredges. The shaking
of these tables works the material into the hopper in a steady
stream. The hopper slopes down into the interior of a revolv-
ing screen, with holes of such a size as to allow the hydraulic
material to pass through while retaining the stones to use
for paving.

DREDGING PLANT ON THE NEW YORK STATE BARGE CANAL, WORKING BETWEEN MINDENVILLE AND CANAJOHARIE

After the foregoing facts had been established, the Bucyrus
Company, of South Milwaukee, Wis., designed and installed
for the contractors, S. Pearson & Son, Inc., the following plant
to handle the work: It was decided to do the actual digging
with two dipper dredges digging side by side and capable of
excavating the entire prism. Between them were located a
stone scow and a hydraulic disposal plant. There were thus
four hulls lying side by side across the prism. This was not
objectionable, as there were no waves nor any traffic to be
hindered. The force of the current during most of the year
is slight.

Timber hulls were used throughout as being cheaper and
affording sufficient length of life to outlast the work. Bitu-
minous coal was used for generating the steam for the engines
throughout.

The two dipper dredges are of the usual patterns except that
thrusting engines are provided on the boom to make it possible
to dump the dipper at varying distances away from the side
of the dredge. They have 3-yard dippers, timber booms,
timber handles and vertical forward spuds with an engine
for each for raising them and pinning up the dredge. The
swinging circle is of structural steel and mounted on top of
the trusses. The swinging drum is compound geared to an
independent double-cylinder engine.

The main engines are 14 by 16-inch double cylinder, single

The material which passes through the holes falls into a
sump below the water level and flows into the suction pipe of
the 20-inch centrifugal pump together with the proper quan-
tity of water, which is admitted to the sump from the river
through a hole below the waterline of the dredge. The suction
pipe leads aft to the pump, which is located at the stern. From
here the material is discharged through a floating pipe line,
which may or may not terminate in a shore pipe line, depend-
ing upon whether there is flotation on the spoil area.

The large stones which were refused by the screen pass by

gravity to the lower end of the screen and from there into a

steel box or skip resting on the deck. This skip may be raised
by wire ropes hung from a rolling carriage mounted on two
horizontal rails which extend entirely across the dredge with
extensions, which either reach out over the stone scows or can
be raised to a vertical position to allow another dredge to
come alongside. When the skip is loaded it is raised, moved
out over the stone scow and dumped by power. Before re-
moving the loaded skip the mouth of the screen is closed by
a door to prevent the stones from being discharged until the
skip is ready for a new load. The operation of the door and
of the skip is controlled by one man.

The two dipper dredges move ahead in the ordinary way, by
dropping the dipper on the bottom, raising the forward spuds,
pulling the dredge toward the dipper by the backing rope,

a i i a i

May, 1912

dropping the forward spuds and straightening up the stern
spud.

The hydraulic disposal dredge is moved ahead by raising the
forward spud and pushing down the stern spud by means of
its engine. This spud is kept from assuming a vertical posi-
tion, so that by pushing down with the spud the dredge is

INTERNATIONAL MARINE ENGINEERING 183

moved ahead away from the spud point. The forward end of
the hydraulic disposal dredge is kept from swinging by lines
to one of the dipper dredges.

Of course, the size of the holes in the revolving screen may
be varied if any decided change should occur in the nature of
the material being handled.

A 20-Inch Morris Suction Dredge

The illustration on this page shows a 20-inch Morris suction
dredge owned by the American Pipe & Construction Com-
pany, and used by them on their New York State Barge Canal
contract at Canajoharie, N. Y. An exactly similar dredge has
been used at Utica, N. Y., and the Morris Machine Works,
Baldwinsville, N. Y., have in addition built five other 20-inch
dredges that are in service on the New York State Barge
Canal.

outfit has delivered through as much as 4,000 feet of pipe line
with an elevation of Io feet.

The boiler plant is arranged in two batteries, two 180-horse-
power boilers to each battery. A surface condenser is used,
having vertical air pumps and centrifugal circulating pumps;
boiler feed pumps, service pumps, etc., are all of vertical
Admiralty type.

The cutter ladder is of very heavy steel construction. The

MORRIS SUCTION DREDGE USED ON THE NEW YORK STATE BARGE CANAL

The hull of the dredge is of wood, with two heavy steel
girders running fore and aft. Its length is 138 feet and its
width 42 feet. The main dredging pump has a 20-inch suction
and discharge, which is fully steel lined, and of steel con-
struction throughout. It is directly connected to a vertical
triple-expansion Morris engine that indicates 750 horsepower
at 225 revolutions per minute. The cylinders are 15, 22% and
36 inches in diameter, with a common stroke of 18 inches, and
the engine operates with 200 pounds steam pressure. The
pump shaft is 1o inches in diameter in the main bearing, and
there is a five-collar steel horseshoe thrust to take the pump
end thrust. The pump runner is 78 inches in diameter. This

cutter shaft is 8% inches in diameter, and the drive is through
cast steel gears with cut teeth. The cutter-driving engine is
a 12-inch by 12-inch double-cylinder horizontal engine placed
on the deck. The winding engine is 8 inches by 12 inches,
double cylinder, operating five drums. A 15-kilowatt electric
lighting plant iS. installed, and the construction of everything
throughout is of most substantial character. The dredge was
designed with the object in view of eventually being used in
salt-water service, as work on the New York State Barge
Canal will not be of long duration. The canal is divided into
three divisions—the eastern, middle and western. While in
construction the canal is to be opened not earlier than May 15.

184 INTERNATIONAL MARINE ENGINEERING

May, 1912

The Danish Suction Dredge Graadyb

BY AXEL HOLM

During the year 1909 the firm Copenhagen Floating Dock &
Shipyard, Copenhagen, Denmark, built and delivered to the
Danish Government’s Water Construction Department the
goo-ton suction hopper dredge described in the following:

In its working methods it comprises many radical departures
from earlier-known dredges, and during last year’s exhaustive
trials these have proved to be very successful. The main idea
was to get the discharge of the sand and water mixture from
Jhe suction pump into the hold to be a good deal below the
overflow of the surplus water, thus giving the sand better con-
ditions for settling down. With a total of 450 indicated horse-
power working at the pump the sand room was filled in 36
minutes, and only very few traces of sand were found in the

with pilot house, is aft on top of the engine and boiler casing,
and here also the boats are stowed. One light, seamless steel
mast stepped on the fore deck, together with the rather huge
smokestack-way aft, is the only rigging provided for. On
the mast is arranged a crow’s nest for lookout and command-
ing purposes, and also a light wooden derrick boom.

The machinery consists of a triple-expansion, reciprocating
steam engine, indicating about 525 horsepower, and arranged
for driving both propeller and sand pump. Steam is furnished
by two Scotch boilers, 9 feet 8 inches long by 10 feet 3 inches
diameter, with two furnaces each. In light condition on the
trial trip the ship averaged 8.75 knots. The rotary sand pump
is built of heavy steel plates and angles, with cast steel fittings

FIG. 1.—ENGINE ROOM OF DREDGE GRAADYB

overflow, which must be called an exceedingly good result for
a dredge of this size.

She is engaged on the rough western coast of Denmark in
the North Sea, her main duty being to keep the channel clear
to the harbor of Esbjerg, and these conditions also call for
a good and steady sea ship.

She is built to the Bureau Veritas’ class, I. Div., 3/3 R. I.
I. P. R., Special Survey, with dimensions to the mark G.,,
and her main dimensions after the Bureau’s rules are: Length
between perpendiculars, 185 feet; breadth, molded, 34 feet;
depth, molded, 15 feet, and the draft loaded being about 13 feet
6 inches. Her scantlings and other details are given on the
plans and ’midship section. The fore-and-aft parts of the
deck are raised, having a length of, respectively, 46 feet and 76
feet, and laid with Oregon pine, while the ’midship deck is
bare steel. The bulwark is solid steel plate around the fore
and ’midship decks, while stanchions and pipe rail are fitted
aft. The machinery is placed aft, the sand bin ’midship and
the living quarters forward, while the maneuvering bridge,

of the company’s own particular design, with the fan wings
and other places subject to hard wear covered -with special
hard steel linings, and it has proved very successful through
the trials passed. The suction pipes are two in number, one on
each side of the ship, but only one being used at a time, 30
inches in diameter, and made of heavy seamless steel tubing
without any stiffening whatever, and also without the hydraulic
or spring shock absorber generally considered necessary; the
pipe and its double-acting swivel connection to the ship’s side
being strong enough to resist all strains and stresses playing in.

The suction openings on both sides are below the waterline
in order to lower the lifting height of the pump, and they are
closed with sliding valves operated by hand-wheels and
spindles, and so are the openings for the flow pipe connections,
which are also 30 inches in diameter, and on both sides just
above the light water-line. One of these huge valves can be
seen in the view of the engine room, Fig. 1. The swivel
couplings are made of cast steel, and their construction will
be easily understood from Fig. 5. They are mounted on cast

——

May, I912

steel shields sliding up and down in guides, and the pipes can
thus be stowed on deck when the ship is under way, leaving
only the guide tracks projecting outside the shell.

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The discharge pipes to the sand bin are also two in num-
ber, branched off from the top of the pump and are used
simultaneously. They are 24 inches in- diameter, made of
seamless steel tubing and laid on top of the deck amidship as
far outboard as practical, and opening down through the deck

INTERNATIONAL MARINE ENGINEERING

SUCTION PIPE STOWED

to
hinged valves, 24 by 15 inches, three on each side, as shown on
the general arrangement plan and the ’midship section. There

1 9rt. Nae

te ee ene = mo

eS,

185

the hopper room through rectangular, hand-operated,

2.—GENERAL ARRANGEMENT PLANS OF THE GRAADYB

=
|

20 Tons

AUCTION PIPE OUTESARD

) DISCHARGE PIPE

1 @

FIG,

oMTe)

HUI:

|
|

is no valve between’ these pipes and the pump, the forward ends
acting as reserve height for the pump. In the engine room is
also installed an independent reciprocating water pump con-
nected to a 3-inch pipe system for washing out the sand bin
and the sand pipes, the valves and main pump.

186

The hold is arranged as one continuous sand bin, 69 feet 6
inches in length and of 2,500 cubic feet capacity, with sloping
sides as ordinary. The box keelson is utilized as a feed-water
tank, and on both sides of it are seven hopper doors, 9 feet
3 inches by 4 feet 3 inches, made of steel plate with angle-bar
frame and sheathed with yellow pine on upper and lower
The doors are hinged outboard, and the hinges are
The closing of the

sides.
brought up well clear of the ship’s bottom.

FIG. 3.—DECK VIEW LOOKING FORWARD

hopper doors is done in the good old Dutch way by chains
from their inboard edges, two from each door brought to-
gether on a compensation link from which single chains lead
up over heavy cast steel rollers on top of the hatch coaming.
The chains are then connected to two channel bars running
longitudinal on both sides of the rollers. These channel bars
are worked by the forward maneuvering winch through a fixed
purchase with steel wire ropes. Just below the rollers is a
solid steel link fitted in the single chains with a rectangular

FIG. 4.—DECK VIEW LCOKING AFT
hole in it for locking the hopper doors by means of a steel
wedge resting on the hatch coamings. This arrangement re-
lieves the strain from the winch and purchase when doors are
closed, and also allows the doors to be worked independently.
Over the whole length of the hold is a hatch opening, 8 feet
9 inches wide, with solid steel coaming, the upper edge of
which is parallel to the keel; inside the coaming is arranged
a steel girder 24 inches deep, which together with the coaming

proper carries the chain rollers as before mentioned. Two

INTERNATIONAL MARINE ENGINEERING

May, 1912

feet below the top of the coaming is the top of the overflow,
arranged as a kind of a irench in the center of the ship, run-
ning the full length of the sand bin and slooping down at both
ends to transverse conducts, which lead the overflow water
overboard through big rectangular holes in both ends of the
hold and on both sides of the ship below the main deck. A
gangway is arranged over the overflow trench between the
hatch coamings for access to the wedge locks.

FIG. 5.—SWIVEL COUPLINGS ON SUCTION OPENINGS

There is a maximum head of about 2 feet 9 inches and a
minimum of about 1 foot 9 inches from the lower edge of the
discharge valves to the top of the overflow, which together
with the transverse distance of about 8 feet provides ample
time and conditions for the sand to settle down before the
overflow is reached, and, as before said, this arrangement is
giving an almost sand-free overflow. It will also be seen that
the deck is kept entirely free from the overflow water. When

FIG. 6.—SECTION THROUGH HOLD

the sand bin is filled and the pump is stopped the water stand-
ing on top of the sand will drain overboard back through the
pump, and a 6-inch sluice valve to the aft transverse overflow
is also provided for this purpose. When the pump is to dis-
charge through flow pipes, the six hold discharge valves are
kept closed and the one side discharge valve in the engine
room opened. For loading into barges through the forward
swinging ends of the main discharge pipes all the valves are
simply kept closed.

May, 1912

The deck machinery for handling the suction pipes is very
complete and substantial. The pipes are about 63 feet long
from the center of the shell hole to the tip of the nozzle, and
are designed for a normal depth of dredging of 40 feet below
the waterline. Two cranes for each pipe, one forward and one
aft, are provided for raising the pipes and sliding them in on
the deck. Figs. 3 and 4 showing one pipe stowed on deck and
the other one working outboard give an idea of their general
arrangement. The forward one is a tipping crane built of
plates and channel bars, and so arranged that it will tip in-
board and swing the pipe on deck automatically when the

INTERNATIONAL MARINE ENGINEERING

187

tricity, having also two are lamps on deck for night work;
the generator is installed down in the engine room.

Under the living rooms forward is a water ballast tank in
the bow, then comes the forward chain lockers and stores,
and right forward of the sand bin is a roomy hold with hatch-
ways, and the derrick boom is arranged to fit on both sides of
the mast, so that it can be used handling goods to this hold
also.

The small boats, stowed aft on the casing top, are: One
16-foot dinghy, one 23-foot 3-inch launch with anchor-handling
gear, and one 25-foot motor boat with crude oil motor.

DUTCH SUCTION DREDGE SIMSON

lower purchase block mounted on the pipe is up and caught by
the big hooks seen suspended from the upper purchase block.
The steel wire hoisting rope leads over pulleys to the steam
winch on fore deck, the same that operates the hopper doors,
as before mentioned. Double chains between the tops of the
swinging and the fixed legs of the crane stop it in the out-
board position, and another chain from the top of the swing-
ing leg and fixed well forward acts as side guy. The after
cranes are also built of plates and angles, and operated both
by hand and by an independent steam winch on the deck right
behind the cranes. As will be seen from the plans and Fig. 6
its outboard side forms a continuation of the tracks for the
swivel coupling with a neck projecting out over it, bearing
fixed sheaves for the lifting purchase. On the shield bearing
the swivel coupling are other sheaves fitted for the lifting wire
rope which is worked by the steam winch. When the coupling
is on top it is locked simply by inserting a pair of stop pins,
and the whole crane is then rolled inboard on heavy cast steel
tracks bearing teeth bars on their tops. Combined gear and
bearing wheels are engaged in the teeth bars and worked by
a single hand swing through a screw and worm gear.

The anchoring and warping machinery consists of a steam
windlass forward, with two chain wheels for the bow anchors
and two drums for the warping chains, which lead over heavy
roller chocks on the plate bulwark in the bow and another
steam windlass aft with three chain drums and rollers on the
bulwark. An anchor crane is also fitted forward and aft, and
under each windlass are ample chain lockers arranged. The
rudder is worked by a steam gear placed on the main deck
inside the engine casing and just below the wheel on the
navigating bridge. The ship is lighted throughout by elec-

A Dutch Suction Dredge

A suction dredge with clay cutter was built in the year 1911
by the “Werf Conrad”. Company, of Haarlem, Holland, for the
Kolnische Tiefbau Gesellschaft for their works at Hamburg.
This is one of the most powerful dredgers of its kind. It is
arranged with a suction pipe in a central well, carrying a clay
cutter for working to a depth of about 45 feet below water, but
the piping arrangement can also be changed for working as a
barge-unloading dredger.

The vessel, which is named the Simson, has the following
dimensions: Length, 150 feet; width, 33 feet; depth at ship’s
sides, 12% feet; mean draft in working order, 6% feet.

The vessel is fitted with two triple-expansion engines of a
total indicated horsepower of 1,000, each driving a powerful
sand pump. These pumps can be arranged in parallel or in
series, according to the distance to which the stuff is to be
pumped. Besides these two there is one triple-expansion
engine of 200 indicated horsepower driving a centrifugal water
pump to be used when the dredge is used for emptying barges.
The cutter engine driving the clay cutter is mounted on top of
the ladder, and develops 200 indicated horsepower. A com-
plete self-contained condensing plant, consisting of a surface
condenser and a set of compound horizontal engines, driving
all necessary pumps, takes the steam of all the above named
main engines and also of all auxiliary engines, pumps, winches,
dynamo engine, etc.

The handling of the dredge is absolutely centralized. It
works on two spuds and two side lines, worked from one big
four-barrel winch with heavy friction clutches and band
brakes. The ladder is hung from a separate steam winch.

188

All handles for clutches, brakes, reverse gear and steam
valves of these two winches are brought together in the pilot
house. Here are also the necessary hand-wheels and handles
for manipulating the cutter engine, telegraphs to the engine
room and a complete set of pressure and vacuum gages for
boilers, engines and suction and delivery of sand pumps. From
this pilot house one man can easily work the whole dredge.
Two marine boilers, having a total heating surface of 4,300

INTERNATIONAL MARINE ENGINEERING

‘May, IgI2

square feet, produce the necessary steam at a working pressure
of 1€0 pounds per square inch.

This machine can easily dig and force ashore a quantity of
75,000 cubic yards per week, as has been proved in actual work.
This quantity can, nevertheless, not be considered as a maxi-
mum, because a good many hours have been lost each week in
adding or taking away floating sections of the discharge pipe
line, which has been inevitable by the nature of the work.

Two Large Canal and Harbor Dredgers

Messrs. William Simons & Company, Ltd., Renfrew, have
just completed to the order of the Isthmian Canal Commission
a dredger which will be employed on canal work of the very
hardest description. The dredger, which is called the Corozal,
is of the twin-screw type, and made the voyage to the Pacific
Coast under her own steam. She has a hopper capacity for
1,200 tons dredging, and the bucket ladder is designed to
dredge to a depth of 50 feet.

The dredger is propelled at a speed of 10 knots by two sets
of triple-expansion surface condensing engines, supplied with

powerful steel wire rope tackle and an independent steam hoist
gear, which is designed for raising the ladder at a speed of 10
feet per minute.

Steam maneuvering winches are fitted at the bow and stern,
each driven by independent two-cylinder engines, and each
barrel is fitted with friction clutch and brake to enable the
mooring chains to work independently of each other, or simul-
taneously, as may be required. Shoots are provided for load-
ing into the vessel’s own hopper, and there are also overboard
shoots controlled by independent steam winches for loading

DREDGE COROZAL FOR THE ISTHMIAN CANAL COMMISSION

steam from two cylindrical multi-tubular boilers, constructed
to Lloyd’s requirements for a working pressure of 180 pounds
per square inch. A complete outht of most modern auxiliary
machinery is provided in the engine room, including inde-
pendent air pumps, circulating pumps, feed pumps, feed heater
and filter, etc.

The dredging gear is of massive description, and is ar-
ranged to give three speeds of buckets to suit the various kinds
of material to be dealt with. The dredging gear can be driven
by either of the main propelling engines. Two sets of buckets
are provided, one of 54 cubic feet capacity for dredging soft
material, and one of 35 cubic feet capacity for dredging stiff
clay. The bucket ladder is a steel girder of exceptional
strength, and an idea of the enormous strength of the bucket
chain may be conveyed by the statement that the ladder, with
its chain of buckets, links and pins, weighs upwards of 240
tons. The upper end of bucket ladder is supported on an
independent pivot shaft, and the lower end is controlled by

into barges alongside. The hopper doors are controlled by
independent hydraulic gear.

Steam steering gear, full electric light installation and re-
frigerating plant are provided, also cabins for officers and
comfortable quarters for the crew and the most modern
equipment for a vessel of this class.

In the prosecution of their project for the improvement of
the depths in the Esplanade Channel, Durban Bay, and for
the opening of new wharves on the west side of the bay, the
Government of the Union of South Africa recently placed an
order with Simons & Company for one of their “Simons”
patent cutter suction hopper dredgers. This new dredger,

“named the Labrus, was delivered at Durban towards the end

of last year. The bottom of Durban Bay, where the dredger
is employed, is composed almost wholly of clay of a very
hard nature. The dredging of this character of material by
means of a spiral rotary cutter is only a recent development
in dredge building, the first hopper dredger of this type being

May, 1912

the Simons dredger St, Lawrence, constructed recently to the
order of the British Admiralty. ; l

The Labrus, a photograph of which is reproduced on this
page, is a twin-screw hopper vessel of 2,000 tons carrying
capacity. Two sets of. triple-expansion, surface condensing
engines are fitted aft for propelling the vessel at a speed of
10 knots, and there is an independent set of triple-expansion
engines for driving the dredging pump, with a complete in-
stallation of auxiliary machinery in a separate engine room
immediately in front of the hopper compartment. Steam for
the propelling and pumping engines and all machinery through-

INTERNATIONAL MARINE ENGINEERING

Electrical Operation of Dredges

BY H. W. RODGERS

Although not an entirely new field for electrical enginnering,
still there are so few motor operated hydraulic-suction
dredges in existence that mention of the 20-inch dredge,
owned and operated on the New York State Barge Canal, at
Fairport, N. Y., by the H. S. Kerbaugh Company, may be of
interest. :

This dredge is equipped with a centrifugal pump, having a
capacity of 600 to 700 cubic yards an hour, driven by a 700-

TWIN-SCREW

out the dredger is supplied by three large marine type steel
boilers.

The dredging pump is of the most massive and powerful
description to withstand any shocks which may be sustained
when dredging in clay mixed with stones. The suction pipe is
carried on a girder led through a well forward, and is of suf-
ficient length to enable dredging to be done at a depth of 45
feet below the waterline. The dredger has also been designed
for cutting its own flotation.

The cutter at the mouth of suction pipe is driven through
a line of shafting, fitted on the upper side of the suction frame,
and by machine-cut steel gearing actuated by a set of powerful
independent compound condensing engines. In addition to
the usual winches for mooring from the deck at the bow and

stern a special winch is placed amidship from which the moor-

ings are led along the suction frame to fair leads at the lower
end.

The hopper is fitted with Simons patent arrangements,
whereby the contents of the hopper can be discharged either
through the doors in the ordinary way or over-side by the
pump for land reclamation. In addition to loading into its
own hopper the vessel is arranged to discharge into barges
moored alongside or through a pipe line.

The Howden system of forced draft for steam boilers, as
developed by Messrs. James Howden & Company, Ltd., of
Glasgow, is well known to marine engineers, but its application
to the power plants of dredges is a development that is some-
times overlooked. Where dredging machines are kept con-
stantly at work a saving in fuel consumption is essential.

HOPPER DREDGE

LABRUS

horsepower, 375 revolutions per minute, 2,200 volts, 25 cycle,
three-phase induction motor. The control apparatus consists
of a drum controller, which handles the secondary current of
the motor only, and an iron grid heavy duty starting rheostat,
the primary being taken care of by means of an automatic oil
switch.

The cutter machinery is driven by a 200-horsepower, 500
revolutions per minute, 2,200-volt, three-bearing induction
motor, geared direct through a slip-friction clutch, the control
consisting of a reversible drum controller with starting re-
sistance.

For raising and lowering the spuds, the cutter head, and
operating the head lines, a six-drum winch is used, driven by
a 75-horsepower, 500 revolutions per minute, 2,200-volt. vari-
able speed, three-bearing motor, controlled by a reversible-
drum controller and rheostat of sufficient resistance to per-
mit of 75 percent speed reduction.

In addition to the above there are two 25-horsepower,
1,500-K.-2,200-volt motors driving service pumps, one 10-
horsepower, 750-K.-2,200-volt motor, driving a vacuum
pump, two 5-horsepower, 1,500-K.-2,200-volt vertical mo-
tors, driving bilge pumps and a 1o-kilowatt 2080/110-volt
transformer for lighting purposes. This transformer also
furnishes power for a 1.5-kilowatt motor generator set, used
in connection with the searchlight on the bow of the dredge.

The switchboard, consisting of one incoming-line panel and
three feeder panels, together with the starting compensators
for the constant speed motors, are placed in the stern of the
dredge, where the shore cable from the transformer barge
enters at a tension of 2,300 volts.

190

Power is supplied by the Rochester Railway & Light Com-
pany, at a tension of 16,500 volts over a fifteen-mile transmis-
sion line, paralleling the canal, and stepped down to 2,300 volts
through three 250-kilowatt transformers located on the barge
which follows astern of the dredge.

The transformer barge is of heavy wooden construction,
housed to protect the apparatus from the weather and, in
addition to the transformers, contains suitable lightning ar-
resters, choke coils and primary oil switch. Connection be-
tween the transformer barge and the transmission line is
made by means of three flexible insulated cables, each cable
being equipped with a shoe for sliding along the transmission

INTERNATIONAL MARINE ENGINEERING

May, 1912

A German Fruhling Dredge

One of several powerful suction dredges, built on the
Fruhling system, of which the Schichau Company, Elbing and
Dantzig, have the exclusive rights in Germany, is the Pumpen-
bagger III., which this company built for service at Emden.
The vessel is 164 feet long, 33 feet 914 inches beam and 11 feet
94 inches draft. Reciprocating engines of 700 indicated
horsepower, driving twin screws, give the vessel a speed of 9
knots. The total capacity of the holds is 17,660 cubic feet.

The Frihling system of suction dredging has been de-
scribed in detail in the May, 1909, and May, Io1I, issues of

line, the interaxial’ distance between conductors being main-
tained by a triangular insulated spreader. Between the barge
and the dredge a 600-foot, three-conductor, 2,300-volt,
stranded, weather-proof, armored cable is used, which per-
mits of considerable range of operation without shiftng the
connections between transformer barge and transmission line,
and it might be both advisable and desirable to use a three-
conductor armored cable of similar construction between the
transmission line and the transformer barge, owing to the
increased range of operation and decreased time required to
make change in connections.

In comparison with the steam dredge, the electric equip-
ment is much cleaner, more compact and can be operated a
greater number of hours per month, owing to the short time
required for cleaning and overhauling on account of the
reliability of the machinery.

The cost of operation may be greater or less, depending
upon the cost of electrical power as compared with the cost
of coal and water, but it should be remembered that the initial
cost, repairs and labor, are considerably lesson the electric
dredge than on the steam dredge.

In some localities the question of boiler feed water is a
serious problem, and unless an elaborate filtration plant is
installed at considerable expense, the delays caused by fre-
quent cleaning of boilers becomes serious.

At the present time, with the numerous electric power
plants throughout the country, and the facilities for trans-
mitting large amounts of power through great distances. it is
safe to assume that the electrical operation of this class of
machinery is possible in any locality, and from the results
already obtained it is evident that the electric dredge has come
to stay.

The electrical equipment on the dredge described above
was furnished by the General Electric Company, Schenec-
tady, N. Y.

‘FRUHLING DREDGE. PUMPENBAGGER III., BUILT BY SCHICKAU AT ELBING

INTERNATIONAL MARINE ENGINEERING. In these dredges aft
of the engine room the vessel has a channel or well, forming
twin sterns. In this well is the dredge suction arm, in which
are incorporated the suction pipes and pressure water pipes.
The girder arm is supported at the forward end by heavy cast
steel pillow blocks, and at the lower end of the girder is a
pair of hinges by which the bucket head is attached. The
head is practically a huge inclosed rake serrated along the edge
with sharp cutting teeth, through the incisors of which is
ejected high-pressure water to aid in disintegrating the spoil
and make it of suitable consistency to be sucked through the
suction pipes into the pumps, whence it is deposited into the
hoppers of the vessel.

Design and Mechanical Features of the California
Gold Dredge.

At a combined meeting of the American Society of Me-
chanical Engineers and the American Institute of Mining
Engineers, held in New York, Feb. 13, a paper on the above
subject was read by Mr. Robert E, Cranston. The first Cali-
fornia dredge, built in 1897-1898, was patterned after the New
Zealand type, and the present California type dredge is a com-
bination of this type and several others. The buckets are
made with cast steel base, pressed steel hood and manganese
steel lip. The lower tumbler is a six-sided steel casting with
renewable wearing plates over which the buckets pass. They
then travel up a structural steel ladder on rollers and over
a six-sided upper tumbler which is driven by a chain of cast
steel gears. The buckets dump their material into a hopper
which discharges into a shaking or revolving screen. The fine
material goes through onto gold-saving tables, and the coarse
material is stacked aft of the dredge by means of a belt con-
veyor. The dredge is held in place by steel spuds and moved
by means of side lines running to a motor-driven winch. The -
digging ladder is raised by means of a separate winch.

May, I912

INTERNATIONAL MARINE ENGINEERING IQI

Battleship Florida, the Latest United States Dreadnought

BY HENDERSON B. GREGORY

The Florida, built at the navy yard, Brooklyn, N. Y., is one
of two battleships authorized by an Act of Congress approved
May 13, 1908, the sister ship being the Utah, built by the
New York Shipbuilding Company, of Camden, N. J.

The vessel was designed for a speed of 20.75 knots, with
the main turbines developing 28,o00-shaft horsepower and at
a displacement of 21,825 tons, a performance which was easily
attained, as shown by the trial data given later.

PrincipaL Hurt Data
Like all recent battleships, the Florida is of the familiar all-
big-gun type, with principal dimensions, as follows:

Length between perpendiculars, feet and inches............ 510-00
OngyiweAlewrectrandginchess=eEeEeerece rehire nor 510-00
Overall Breeteandtinches-- eee eee eee neni: 521-06
On straight keel, feet and inches 460-00.

Projection fouward of LPs feet anditinchesse4.4-6 ee 11-06
AftiOneAM be eteetiandeinch espepereeniaeiicrisiicn Sar Mayseseane 0-00

Breadth, extreme, at L.W.L., outside of armor, feet and ins. 88-025% :
Moldedtetectaandtinchessae een Lire: 87-1014

Depth, molded, main deck at side M.S., feet and inches..... 44-05 7%

DraftatomlavVelemteetandiinchesse eee er eee rier 28-6

Worrespondingmdisplacement tonseeeeererieniinicierii cei: 21,825

Rationotelensthmtopbeamererer aceon cei aren 5.781

Displacement per inch at L.W.L. tons of S.W., tons........ 73.82

Area of midship section, square feet......................

L.W.L. plane, square feet.......
Wrettedisuntacesssquaresteche ere er nrrennr nineties 56,700

Coeficrentmotinenessm@DIOCKIe EE Ee EE EEE Cerin nici: 5837
Length of fire-room space, feet and inches................ 102-00
Engine-room space, feet and@inches....:;..+..-......-- 60-00

ANCHOR WINDLASS

The anchor windlass is of the Williamson Bros. horizontal
type. It has two vertical shafts driven by gearing from a
horizontal shaft coupled to the engine crank shaft. Each
vertical shaft carries on its upper end, above the forecastle
deck, a wildcat and locking gear complete. The wildcats can
be operated together or independently. The windlass engine
is a double-horizontal engine, the cylinders being 16 inches in
diameter and the stroke 16 inches.

STEERING GEAR

The steering gear consists of a right and left-handed screw,
connected through nuts and links to the crosshead on the
rudder stock. This gear is connected through a line of shaft-
ing and. gears to the steering engine, located in a separate
compartment immediately aft of the starboard engine room.

The steering engine is a vertical double engine, with cylin-
ders 17 inches diameter by 14 inches stroke, built by Williamson
Bros. It is controlled from the various steering stations by
wire-rope transmission or the telemotor; also by a handwheel
in the steering engine room.

Four large wheels for hand steering are located in the hand-

steering room. Suitable clutches are provided for discon-

BATTERY

The main battery consists of ten 12-inch rifles arranged in
Pairs in five turrets on the center line of the vessel. Turrets
Nos. 1 and 2 are on the forecastle deck, the latter being ele-
vated so as to fire over the top of the former. Turrets Nos.
3, 4 and 5 are located on the main deck abaft the smoke
pipes. Of this group Turret No. 3 is elevated and Nos. 4
and 5 are placed back to back at a lower level, well astern of
the former.

A secondary battery of sixteen 5-inch rapid fire guns is also
provided, together with the following smaller guns:

Four 3-pounder saluting guns.

Two I-pounder semi-automatic guns for boats.

Two 0.30-inch machine guns for boats.

Two 3-inch field pieces.

There are also two 21-inch submarine torpedo tubes.

(Photograph by N. L. Stebbins.)
FIG. 1.—UNITED STATES BATTLESHIP FLORIDA RUNNING AT A SPEED OF 22.06 KNOTS

necting this gear when not in use, which is also the case with
the steering engine.

The rudder is of the usual balanced type.

CoaLING ENGINES

There are two vertical double-cylinder coaling engines, lo-
cated on the gun deck, port and starboard. The cylinders are
9 inches diameter by 9 inches stroke. Each engine drives,
through miter gears, a shaft running fore and aft, to which
are geared five winch heads, which are thrown in or out of
gear by clutches. The shafts are cross-connected by a shaft
and gears, so that either engine can operate all winch heads
if necessary.

VENTILATION

The various compartments and living quarters are ar-
tificially ventilated on the plenum system, by 32-motor driven
fans located at convenient points throughout the vessel.

192

HEATING SYSTEM
The staterooms, quarters and crew’s spaces are heated by
the ventilating system, steam coil thermo-tanks being intro-
duced in the air ducts for heating the air supplied these
spaces. The thermo-tanks can be cut out when desired.
All other parts of the vessel to be heated are provided with
the usual pipe-coil radiators.

Main ENGINES

The propelling machinery consists of Parsons turbines, de-
signed to run at 330 revolutions per minute, when developing
28,000-shaft horsepower. ‘They are arranged on four lines
of shafting, as shown in sketch, Fig. 2, The arrangement
provides six ahead and four astern turbines, each low-pressure
turbine embodying an astern turbine in the after end. For
ahead motion the outboard shafts are driven by the main
high-pressure turbines, and the inboard shafts by the low-
pressure ahead turbines alone, or in combination with the

*4 Shaft

PORT ENGINE ROOM

Turbine

C.L. Bulkhead

Waa

P
STARB’D ENGINE ROOM Y
Shaft //

INTERNATIONAL MARINE ENGINEERING

Port Main H,P.

' | Star Y,

Uys 1 e L.P.& Astern 7

| Stars Turbine ‘Turbine
Exhaust Trunk

1 Se

Star Main HP.

May, 1912

through the latter into the condensers. Under this condition
all ahead turbines revolve idly in a yacuum.

_ Self-closing valves are fitted in the receiver pipes between
the high-pressure and intermediate-pressure cruising turbines,

and between the intermediate-pressure cruising and main

high-pressure turbines, as shown in Fig. 2, to prevent back
flow of steam when changing from the low to high speed
cruising combination or from high cruising to full speed con-
ditions. The turbines are controlled from the working plat-
form, where the regulating valves for admitting steam to the
different turbines are located.

There is a main bearing at each end of each turbine for
carrying the rotor. Each turbine, except the high-pressure
astern, is provided with a thrust block at the forward end,
consisting of a number of brass rings, in halves, fitting into
corresponding collars on the shaft. The lower. half of each

ring is for taking the ahead and the upper half the astern
thrust.

DESCRIPTION OF PART

14 Main Steam from Boilers

14’ Engine Stop and Governor Valve
14’Regulating Valve, M.H.P. Turbine

Igy ‘| H.P. Astern **

101g” “* oe ILO) iy

ue Gs O TRG, | w

1014 Steam to M.H.P. Turbine

18%) 62 SOHePPAstern| sé

LOLS ieee Hs Os Si

1067 So VieeTsPAGs on

17’Steam from H.P C, to 1.P.C.

Lia “* 1LP.C.to M.H,P,..

17’ Self-Closing Valve : Ra
17’Cut-out Valve Saher
43'Steam from M.H.P.to L.P. Ahead

29° 4 AP Ast. toLP. Ast.

Vl O} ZS) F)/A/Cl]—-|/LIO| n/m) oO;O!}M]>] marks

FIG. 2.—SKETCH SHOWING ARRANGEMENT OF MAIN ENGINES AND PIPING

intermediate-pressure and high-pressure cruising turbines, as
described in the following paragraphs.

Four turbines only are used for full speed ahead, steam be-
ing admitted to the main high-pressure turbines and expanded
through the low-pressure ahead turbines into the condensers.
Under this condition the astern and cruising turbines revolve
idly in a vacuum, which is maintained through the drain con-
nections.

When cruising at low speed all six of the ahead turbines
are used, steam being admitted to the high-pressure cruising
turbines and expanded successively through the intermediate-
pressure cruising turbine, main high-pressure turbines and
the low-pressure ahead turbines, exhausting into the con-
densers; the astern turbines again revolving idly in a vacuum.

For high-cruising speeds only five turbines are employed,
steam being admitted to the intermediate-pressure cruising
turbine, thence through the main high-pressure and low-press-
ure ahead turbines, exhausting into the condensers; the re-
maining turbines revolving idly in a vacuum.

For astern. motion all four astern turbines are used. The
outboard shafts are driven by the high-pressure astern tur-
bines and the inboard shafts by the low-pressure astern tur-
bines, steam being admitted to the former and expanded

All the main bearings, thrust bearings and line-shaft bear-
ings are provided with a closed system of forced lubrication.,
A Proell governor is fitted to each line of shafting, the gov-
ernor. mechanism. operating the main steam stop valves. in the:
engine room. Each line of shafting has an electrically oper-
ated turning gear, consisting of a 5-horsepower, reversible
Diehl motor, which engages through gears and worm
wheel on the main shaft. Provision is also made for turning
by hand with a ratchet.

Main Tursine Data

Motor drums:
INEM alien srlecsondbotcnobedumanoocaoacaodocod . Wk 114

Jalles) Grbbihyy, TENE ooeésoucossondc0Gco00000000 71 63%

TP Weriisingminchestrreyeleeicialeieloleieeictele i ictaciens 70 72%.

WP Maheadtinchesigemcwuceiaivcla eceice eee eer 97 8754

EimbAsasternwainchestrr citer sey rer iia Cee We Se aes 71 86%

Ie ple AGG TNOINES oodo00d0d00ouK D0 bDOGO OCDONDONO 71 44e
Number of expansions: ‘

Main H.P. and L.P. ahead, each 6

Jalen, eyaal IM Ca5 GAR anncopcoacnbupnodaouges 83.

H.P. astern and L.P. astern, each 4
Turbine casings, diameter, inches, each expansion:

Main Pree ctaremlciereruts eiocent alee 713%4, 7414, 75%, 773%, 80, 838%

Ie EEE ontdodoucbemaahoooboRdan 107%, 111%, 117%, 128, 128, 128

IElLIACooaboonaonaocou0u cn ome MESSB Aaa HOROEOOOUCD>O 721%, 725%, 73%

Gi Gooaos coud bd oNoobODoADIDOOOOIO COON ODadapRO 7234, 13%, 74%

ISP 2a stermtahenin Wesker e ions ee ee OE ee Bee eo hoiete 7234, 7834, 75,77

May, 1912

Length of casing for each expansion and diameter noted above:
Main H.P., inches.....5....... 174%, 17, 1718/16, 1854, 19%, 249/16
abies head winch esrretrdetderetorerveletencreterels 12 18/16, 18, 15 3/16, 19, 19, 19
Jelly, sheleHoccanoduoub oun ONO OO DDOMODOUdGDOCD 18%, 18%, 2534
Ul Cay HAINES odoavo0dc0000G0000 cacddoo0 coDo BG 0b0b0 2344, 23812, 243%

Length of casing for each expansion and diameter noted above:
TeI2, GENCE 5600000000000 ele teleletoetenicioineic 9%, 834, 834, 9
ILI, BAKE HUAN 55.0000 00000000000 934, 11 25/32, 11 25/32, 11 25/32

Rows of blading for each expansion:
Main H.P

MP Mah eacl iy rrcreter ioc erstele sve siete eletrereutlehe ests
EDS Cara ikon exene ven layecss wor sia'chs\cvrsbevepetetes sare leraleie so) pvelettasaitera, wiaversianur slerereretsss
IRIEIC. « Sho pododD Caddo Op ub Da ound 6 boo nd abboenEoaobododanuconodrn
eles, GK goodcodcanbG0 dogo booods 9
ILAIES EEBIEN coooD000000 S600 0000 000000004000
Length of blades for each expansion, inches:
MainyHaPesc wy anceee cies sists oceine a eietayscarets 1%, 1%, 2%, 8%, 4%, 6%
abapahea Genrerdentcrrserrs -54%4, 7%, 10%, 18%, 18%, 138%
TSLIEL COAG S ROS SRI Te ABE Gu SEC Oe! 54, 13/16, 11/16
IDI Cras acoaab nd Abbe Dotoloion 6 noodO DT OO Bae cation Gace 14%, 1%, 2%
VOR Wasternh cc) crevelststetstssevsleie ere eyeberstecevarele seeiecs) ai snot sav one eka etalare i, 13%, 2, 3
IBGE CYTO aco CSO OO CURE AT Yo U OUR OOS aor oC an 44, 6%, 6%, 6%
Length Over
Diam. All of Rotor
Length, Diameter, Axial, Drum and Shaft,
Rotor shaft and bearings: Inches, Inches. . Inches. Feet and Inches.
IWietn IBLIP, Goadcosoe 18% 14 9 21-07%
ebagahead@eyryerncrinn: 29 15 11 25-1034
EIEDE Capererretee sree hiensre 14y% 14 11 15-0234
TAPS GRE ee ereanetes aise 14% 14 ala 16
ISIE, ASHER ogococos 12% 14 9 11-0234
ILI, BARA cocoooo0e 29 15 11 With ahead.
M.H.P. L.P. Ahead
Thrust bearings: Each Each, lah leyC NEC,
Collars on shaft, number.... 17 17 8 8
Thickness, inches .......... A A 4 3
Distance between, inches.... 1 1/16 1 1/16 1 1/16 1 1/16
Outside diameter, inches.... 1734 1734 1734 1734
Inside diameter, inches..... 12% 12% 12% 12%
Number of shoes, top....... 16 16 7 7
* ee bottom ... 17 17 8 8
SHAFTING

There are four lines of shafting, a pair port and starboard,
respectively. Each pair is parallel in itself, but diverges from
the center of the vessel and slopes downward aft. The out-
board shafts are in two sections each, consisting of one line
shaft, supported by a spring-bearing and a propeller shaft, ex-
tending through the stern tube and supported by the strut
and stern tube bearings. The inboard shafting is in four sec-
tions each, there being two line shafts supported by three-
spring bearings, one stern tube shaft, carried by the stern tube
bearings, and a propeller shaft supported by one strut bearing.

All stern tube and strut bearings are ligum vitae lined and
the shafts are composition-bushed at these bearings. The
shafting within the stern tubes is covered with a composition
casing. The inboard coupling consists of a sleeve secured
by four keys to the stern tube shaft. Back of the sleeve is a
collar made in halves and secured to the sleeve and to the
coupling disk on the line shaft by fitted bolts. The outboard
coupling is of the split-sleeve type, consisting of two half
sleeves secured to each shaft by two keys; the half sleeves
being secured together by bolts.

SHarr Data

Winemshattsmdiametermoutsi de wminGhesopee enero 12%
Axia lWholeminchese cin cieisiacctet ete ete ee eee 6
Stern tube shafts, diameter outside, inches................+...-- 123%
Asia l@nioleminchesma tree eee cee ene ee eeer 6
Propeller shafts, diameter outside, inches...................-5-. 12%
(Axial hole mpin CHES ibsycysjseqersteperrer rene ste te feraRetate otis eisai, oom 6
Couplingstadiameterminchesh ey EEL EEE EE EERE One nce ene 22
PMHIGKeESsHein CHES Sore cjarelecsc rete re ere eC ae ee fae 3
Inboard coupling, diameter of sleeve outside, inches.............. 22%
Iinsidesminchesmer immer ddogoddeDnoOnb boa USCONnAeaeD 14%
Wwengsthyotusleevescinchestocmememioe ieee eee 12
MhicknessvotacollarsminchesseEe ree Gere nee teenie 236
Coupling bolts, number each coupling....................-+--5 :
Diameter (taper)* at face of coupling, inches............... 23%
Outboard coupling, length of half sleeves, inches................. 48
BoltsWsecturing, sleeves) number y-ne eee en yee eeenueenos 16
Miametervenin ChESswkesicyar tet rere te er teers iees ictal oe vat niagse 1%
Springs bearings sidiameters inchesten ents cnee een connie 1244
Wenpthsinchespscetrcrameninte tener ne TohoqueiS apo bea o USHA 18
Forward stern tube bearings, diameter, inches.................. 145%
Wengcthysinchesme ren ee GOGUERLOD HOO On Ob oD Gea as 49%
After stern tube bearings, diameter, inches.................-.--- 145%
Weng th ances rererera vee ete eee era ere ea ee le Heeeich 60
STE lNerNES, Germano, TONES coocoosnnagucoDDG Nb oObuauOUUEE 145%
Weneth win cheswrvyrerteye cee ee rear eheicle icin nigh ae tthe,

* Parallel bolts for inboard coupling.

PROPELLERS ‘
There are-four three-bladed propellers, all outboard turning

INTERNATIONAL MARINE ENGINEERING

193

when going ahead. The blades and hubs are of monel metal
and cast in one piece. The blades are true-screw machined to
pitch,

PROPELLER DATA

IDvENG? OF jrreynclley, WANES 5oqq000d000600000000000090000
Hub, inches ..... AG SOC OD COO AOL OOS DUR OOOO. aRuTon ee
Pitch, inches ..... 5060.00 bola Dep aro peoe Dora bbc adc omtie
Ratio of diameter to pitch..... D0
Area, projected, square inches..
Velicoidaleasduanepinchesemrertatreerer-terenieiioirsiatelstereietehertars aie
IDI, SOMERS TAONES 6 ca06000000000000000000000000000000
RAtiOMmp GOJCCLECmCOMCISkmancattrintetririnicneiieieieriiiere icine ircieke
Helicoidal to disk area.....

Matn ConpENSING APPARATUS
Main Condensers—There is one main condenser in each
engine room of the following principal dimensions :

IinsidendiametermtceteanGuinches weriideletetcnactslcredsteteieistelsicieleleleretehetere 10-0
snhickressmotmshellmC(stecl) pinches sreteteliietelrercielettetcisisiekecielenerels A
Length between tube sheets, feet and inches.................... 11-0
phicknessposmtu DEMSHECLSMINICHES eeietiedicberedeverelvelaieiichelerststeicistaieter sien: 1
Num berkoracubeswertreiirete tet relrorereiekeleiacbetetctersloketercrochs creterelerereiete 8,466
Diameterrotatubeswinchesa reid ieleteeleiciecioeictrecierielercireleene %
AD snesS OF teles, 18 We E@ooboadoaoconpcacdon boone do00O0N0D No. 16
(CO ia? GEEBEISS, SUERE 155 o000004000000000000000000000000000 15,235
Bxhaustenozzlemsqualcmrectarrreiceitcrtistteisderletshersictekeleiieieiicncirsicheis 48
Diameter of air pump suction, inches......... 12
Diameter of augmenter suction, inches 15
Diameter of circulating water inlet and outlet, inches........... 30

Vacuum Augmenter.—In order to obtain the maximum

possible vacuum, so essential to efficient operation of turbine

Main Air Pump
Suction from
Main Condenser

Steam Jet Nozzle

Cire. Water

Outlet Inlet

Main Air Pump
Suction from
Augmentor Condenser

Main Air Pump
~ Suction from
Water Seal

FIC. 3.—ARRANGEMENT OF VACUUM AUGMENTER

machinery, a Parsons vacuum augmenter is installed for each
main condenser. It consists of a small condenser of 450
square feet cooling surface, placed below and connected to the
main condenser by a pipe having a conical contracted portion,

194

through which a jet of steam is forced. This pipe extends
about 6 inches into the main condenser shell, which prevents
the water of condensation from entering it. The steam jet
exhausts most of the air and vapor from the condenser and
delivers it to the air-pump suction via the augmenter con-
denser. A water seal is placed in the air-pump suction, be-
tween the suction from the augmenter condenser and that
from the main condenser, which prevents the air and vapor
thus removed from returning to the main condenser. Fig. 3
shows a sketch of this apparatus.

Main Air Pumps.—An air pump, of the M. T. Davidson
vertical, twin, bucket, single-acting type, is provided for
each main condenser. The steam cylinders are 1734 inches
diameter and the water cylinders 35 inches diameter, with a
common stroke of 21 inches. The suction nozzle is 12 inches
and the discharge nozzle 10 inches.

Main Circulating Pumps and Engines—There is one centri-
fugal circulating pump for each main condenser, driven by a
compound engine. The principal dimensions of pump and
engine are as follows:

Capacityzofapumpweallonsspereminutes seer neiaeeceeeeeene 15,000

Diameteromsuctionsnozzieminchesseeerr nee nicnicnn (2) 21
Dischargesnozzleminchesse een oer eee eee eee 30
Tmpellerpeinches pene cere coven ooo aie ee eee 51
ELSP cylinder winches men eriiactien eailihicn Coon eee 11y%
baacylinderinchesieR Oe eee Ce EEE eee ee Een 23

Stroke in chesma pusscmorvicvste ei ter tohe ora ere ee eee oe 12

FEED AND FILTER TANK

A feed and filter tank of 4,000 gallons capacity is located at
a high level in the forward inboard corner of each engine
room. The filter chamber is in the top of the tank and has a
capacity of about 700 gallons. The filter has an inner bottom
of loose perforated plates and is divided into compartments,
in which is placed the filtering material, by vertical division
plates. These partitions are so arranged that the water, in
passing through the filter, will flow under and over in suc-
cession.

ENGINE Room AUXILIARIES

Auxiliary Condensers.—In each engine room there is an M.
T. Davidson auxiliary condenser of 720 square feet cooling
surface, connected through the auxiliary exhaust pipe to all
the auxiliary machinery. Each condenser has an 8-inch by
10-inch by 12-inch by 12-inch horizontal, double-acting, single
combined air and circulating pump.

Feed Water Heater—A feed water heater of the Alberger
Condenser Company’s type, complete with all the necessary
fittings, is located in each engine room. Each heater has a
heating surface of 900 square feet. They are of the triple-
flow type and located on the discharge side of the main-feed
pumps. The heating agent is the exhaust steam, a back
pressure being kept on the auxiliary exhaust line for this pur-
pose by means of a spring relief valve at each condenser
connection, opening toward the condenser.

Main Feed Pumps—Two 14%-inch by 9%-inch by 18-inch
main-feed pumps of the vertical, double-acting, single type are
located on the forward bulkhead in each engine room. The
pumps have suctions from the main feed tanks and discharge
to the boilers through the feed water heaters or by passing
same.

Fire and Bilge Pumps.—Two 12-inch by 10-inch by 18-inch
vertical, double-acting, single, fire and bilge pumps are pro-
vided in each engine room. They are arranged to draw water
from the bilge, drainage system and sea, and discharge to the
fire main, sanitary system and overboard.

Pumps for the Forced Lubrication System.—One 8-inch by
7-inch by-8-inch, and two 10-inch by 9-inch by 12-inch, verti-
cal, double-acting, single pumps are provided in each engine
room for the forced lubrication system. The former is for
circulating cooling water through the oil cooler and the latter
for forcing the oil through the system. The oil pressure car-
ried is about 10 pounds per square inch.

INTERNATIONAL MARINE ENGINEERING

May, 1912

Fuel Oil Pumps.—There are two such pumps furnished, one
located in each engine room. They are 10-inch by 7-inch by
12-inch, vertical, double-acting, single pumps, arranged to
draw oil from the storage tanks and discharge same to the
oil burners at the boilers.

Pipe Insulator Pumps.—In each engine room is a 6-inch by
8-inch by 8-inch, vertical, double-acting, single pump for cir-
culating water around the main steam pipe flanges at bulk-
heads near magazines, to prevent the transmission of heat
through the ship’s structure to the magazines.

BoILErs

The boilers, twelve in number, are of the Babcock &
Wilcox watertube type, arranged in batteries of four each in
three separate watertight compartments. They are designed
to run the entire machinery installation at full power, with an
average air pressure in the ash pits of not more than two
inches of water. The uptakes are of the usual design and
there are two smoke pipes, each about 92 feet in height above
the grates and 11 feet 6 inches in diameter.

Borrer Data

INES? 9 600000000000006000000000000000.0005000000000000000 12
Working pressure, pounds per square inch. 200
Test pressure, pounds per square inch... 300
Height to top of drum, feet and inches. 13-10%
Length on floor, feet and inches.... 9-1%
Width on floor, feet and inches. . 18-44%
Drum, diameter, inches ....... 42
Length, feet and inches .. 19-034
Thickness, inches ........ 21/32
Number of furnaces, each boiler... . 1
Number of furnace doors, each boiler..... 5 5
(Gratestmlencthwercetaandmin Chesmenrdaeireneteiiicrnciiienier triers 7-0
Width wteeteandtinchesmeiecin acne eee eee eens 17-0
Motal¥erateysurracemsquaLeseetare eric eit 1,428
Motalpheatingssurtacessquare tects ne ae cieideeieiciieeiioletrerene 64,234
Re) (EAS, UD 1ELSo0000000000909060000000000060000000000000 44.98
Number of tube sections, each boiler........................ 31
Prax Rebs, GAGA. WoSeoogodande0000Goo0uno0000000050 1,100
CStaen Tesi, Gacln [y@dlrs c4ag0cac0cacc 0000 a0000b0 0000000 62
Distance between headers, feet and inches................-. 8-0
Area of each smoke-pipe, mean, square feet................. 101.56
GES) So gare Harrod Genel easay 5 0055000000000000000000000000 7.03

Kind tof sforcediidrafthyaeterncs) micies sacs satel eee eras Closed fire-room

Fuet Oi System
In addition to the usual coal burning appliances, a complete
oil-burning system is provided, consisting of the necessary
pumps, tanks, oil heaters and piping. Each boiler is fitted
with eight oil burners, mechanically atomized, of the Peabody
type. This installation is not intended for regular use, but
only as an auxiliary to the coal.

Forcep Drarr BLOWERS ;

Four forced draft blowers are installed for each fire room.
They are located in specially constructed: blower rooms, just
below the protective deck and above the center of each fire
room. “Dhe fans are of the Sirocco type, built by the Ameri-
can Blower Company, and each is driven by a Diehl motor,
controlled from the fire room working level or the blower
room at will. Air is supplied from the fire room ventilators,

which are closed at the bottom when under forced draft. The

fan data is as follows:

IRCA UERSOSNG) FISKE MEEK ogo 000000000000000000000000000000 0000 695

IElORE KS GESIN 6 00600000000000000000000000000000000000000000 40

Raneidiametenpincheserrmentlecieciecieeislsicleeieoloei icici reirereiciets 33
Width inches siiacr rerscelsncveleve (core sisvaia stavorstereretehe toate tereietteieeicterate 30

Numberszorebladespearctetecpeticeiiieriicictccieilcciieiieiioeiceicietictcketrerreicre 64

Fire Room AUxXILIARIES

Auxiliary Feed Pumps—tvThere are three 14%-inch by 9%4-
inch by 18-inch auxiliary feed pumps, one in each fire room.
They are of the vertical, double-acting, single type and are
arranged so that any pump can feed any boiler.

Fire and Bilge Pumps.—tIn each fire room there is a 12-inch
by 10-inch by 18-inch vertical, double-acting, single, fire and
bilge pump, arranged to draw water from the bilge, the drain-
age system and the sea, and discharge to the fire main, the
sanitary system and overboard.

Ash Hoists—There are three ash hoist engines of the two-

May, 1912

cylinder, reversible type, one for each fire room, located in
the upper hatch. The ventilators contain the bucket guides,
ropes, sheaves, etc. The hoists are operated from the main
deck. There are trolleys at this deck for delivering the ash
buckets to the chutes at the ship’s side.

Ash Expellers—tIn addition to the ash hoists, three Stone
pneumatic ash expellers are fitted, one in each fire room, dis-
charging the ashes through the vessel’s bottom.

Piping SYSTEM
Main Steam—The main steam piping is arranged in two
symmetrical systems, one on each side of the vessel. The two
lines are cross-connected in the forward fire room and in the
engine room. The branches from the boilers are 5% inches

INTERNATIONAL MARINE ENGINEERING

195

in running pneumatic tools in the engineering department,
blowing soot off the boiler tubes and for the gas ejecting
system for the guns. Each compressor has a capacity of about
360 cubic feet of free air per minute at 150 pounds pressure.
A pneumatic main, independent of the gun gas ejecting sys-
tem, is led throughout the machinery space, with branches
to the workshop, evaporator and dynamo rooms, from which
the connections for pneumatic tools are taken.

EVApPorRATING AND DISsTILLING PLANT
This plant is located on the berth deck, just forward of the
engine hatches with the distillers in the port engine hatch at
high elvation. There are four evaporators and four distillers
with their accessories, arranged to operate in either single or

ia} No} bY) 1d Yen) wD 1d 1d
AT ee 2 Cee Ren, ae
Seecezasess aes SES S
Scale of Speed i

sess

253222232
Ae en i |

FIG. 4.—SPEED AND POWER CURVES FROM TRIALS OF UNITED STATES

diameter each and the lines proper are 7% inches in the for-
ward fire room, increasing to 9%, 11, 124%4 and 14 inches, at
each successive boiler connection, the latter size being con-
tinued to the turbine regulating valves in the engine rooms.

Auxihary Steam and Exhaust—Auxiliary steam and ex-
haust lines are provided in the machinery space and else-
where, as required for the various auxiliaries. These systems
involve no special features worthy of notice.

Feed and Other Water Piping—The main and auxiliary
feed system, fire and bilge and drainage systems, etc., are in-
stalled according to the customary practice, a description of
which is quite unnecessary.

INTERIOR COMMUNICATION
The customary engine and fire room telegraphs, gongs, time
fire device, telephones, voice tubes, etc., are fitted for transmit-
ting orders and signalling to the various machinery compart-
ments and other parts of the vessel.

Arr CoMPRESSOR PLANT
Located in the engine room are nine 11-inch by 11-inch by
12-inch Westinghouse steam driven air compressors, for use

pion)
SS
in Knots
a = 2 S =) = s =)
Bee ee es 53 es:
Seale of S.H.P.

BATTLESHIP FLORIDA

double effect. The plant has a combined capacity of 25,000
gallons of water per 24 hours.

MacHINE SHopP

A well-equipped machine shop is located amidships, between
the engine hatches, at the berth deck level. Each machine
tool is driven by its own motor.

The following machine tools are installed:

One 24-inch by 48-inch extension-gap lathe.

One 12-inch tool-room lathe.

One 14-inch tool-room lathe.

One 15-inch by 15-inch column shaper.

One 30-inch plain radial drill.

One 16-inch sensitive drill.

One universal milling machine.

One double-emery grinder, wheel 12 inches diameter by
2-inch face.

One portable cylinder-boring machine.

The tools are all up to date and complete, and are provided
with the most modern attachments.

There is also a well-equipped blacksmith shop, located on
the main deck just abaft turret No. 3.

INTERNATIONAL MARINE ENGINEERING

196 May, 1912
TABLE I.—STANDARDIZATION TRIAL DATA
Number /of.run:s3o: Scena ee eo il 2 3 4 5 6 7 8 9 10
Directionvofsrun eee eee Eee Ss. N. S: N. Ss: N. Ss. N. S! N.
MBimelonVcourse ssa eee eee 4m. 9.1s./5m. 20.9s.)4m. 11.3s./6m.38.1s./5m. 21.8s./7m. 12.4s./3m. 31.45./4m. 10.1s.| 3m. 36s. |3m.18.8s.
Revolutions of main engines:
To make one knot—mean of 4 shafts........ 798.23 996.57 802.23 994.58 787.08 | 1,020.68 823.95 958.63 849.65 936.75
Persminute spree enenere ShattiNowel eee erm OnGo: 170.86 175.61 137.68 134.52 128.89 223.84 219.13 225.48 269.86
ShaftiNow2eerennnere: 213.37 207.10 212.01 165.41 161.20 156.05 268.49 266,04 271.09 324.88
ShaftiNoseeeremeseec 203.83 198.47 204.16 160.04 157.81 153.39 221.39 217.92 224.37 268.11
ShaftiNow4een ene 175.16 169.14 174.36 136.40 133.55 128.50 221.46 217.42 223.51 268.30
Averages peraminute eee eeneririeenieirni lm oznoU, 186.39 191.54 149.88 146.77 141.71 233.80 230.13 236.11 282.79
Speedin ¢knots’t/Aysceprseee ceo eee ecient 14.452 11.218 14.325 9.043 11.187 8.326 17.029 14.394 16.667 18.109
Horsepowers:
SF 8G IP, ..Shaft No. 1.. 849 803 834 434 377 361 1,813 1,830 1,894 3,387
Shaft No. 2... 2,240 2,133 2,163 1,125 999 983 4,457 4,549 4,609 8,187
Shaft No. 3.. 1,569 1,568 1,592 800 710 698 1,722 1,754 1,795 3,351
ShaftiNoud uence 788 744 767 396 374 347 1,750 1,739 1,810 3,354
Total Si. Hes Biever cr ststreys eleven vecioorveise 5,446 5,248 5,356 2,755 2,460 2,389 9,742 9,872 10,108 18,279
PHA P auxiliaries See eeeree ni re ee eeeeEeee 670 670 652 685 637 603 755 746 723 872
| Pbestapss 2
AREAL Se EG 1% eenel IE WEG TP obeonco00 0s ones 6,116 5,918 6,008 3,440 3,097 2,992 10,497 10,618 10,831 19,151
Steam pressure:
AZSr sacle visiscise rere Main steam.:...... Pi 1210 210 203 215 215 208 210 220 212 205
Main steam......... S| 4205 207 200 210 210 205 203 214 205 193
“Absolutes..):)\s:sjeryersteieeiele At M.H.P. turbines. .P 17 15 18 11.5 10 10 37 35 37 65
At M.H.P. turbines. ..S 20 20 20 15 14 14 43 40 45 70
At H. P. C. turbine... 125 125 127 80 73 72 5 9 12 10.5
At I. €. P. turbine... .. 50 55 58 35 31 30 115 110 116 188
At L. P. turbines....P 9}..L55 2.5 2 1.5 1.5 195 5 5 ono 6
At L. P. turbines. ..S 9.5 9.5 9.5 9 8.75 8.75 10.5 10.25 10.5 12
Vacuum in pinches neterrereceeciodte cern e 29.1 29.2 29.2 29.3 29.3 29.3 28.8 29 28.9 28.7
\Vacuumbinwinches epee ee ener E rere 29.1 29.1 29.1 29.1 29.2 29.2 29.1 29.2 29.2 28.9
Number of turbines in operation................. 6 6 6 6 6 6 5 5 5 5
Numbervofsrun seach ccna ee eens 11 12 15 16 17 18 19 20 21 22
‘Direction\lof}runseaqeeeeee eee eel S. N. So N. SS N. Ss. N. Ss. N.
Time on course............-.-.-.-+---+--s-s--- (3 M. 4.7 5.13 m. 17.95./2m. 41.6s./2m. 49.5s |2m. 39.7s.|2m. 45.9s.|2m. 40.8s./2m. 57.8s./2m. 49.7s./3 m, 0.7's.
Revolutions of main engines: |
To make one knot—mean of 4 shafts........ 872.75 931.68 961.20 | 1,003.90 965.28 991.45 960.75 946.50 904.30 954.25
Per minutese ees ShatteNowley 271.02 270.15 358.43 357.75 363.29 358. 92 361.74 318.83 320.25 317.34
SEIN Moocsacvsodl] SP45.¢83 324.03 354.53 351.17 359. 40 353.57 354.72 314.09 315.62 311.88
ShattpNowoneeerernien 269.49 267.44 357.29 355 . 82 364.04 360.54 358.10 321.87 323.71 321.34
Shaft No. 4......:...] 269.02 268.82 357.24 357.52 363.85 360.38 359.80 322.44 319.72 317.17
Averagelpersminutespereeeee en nioricc cnn 283.74 282.61 356. 87 355.57 362.65 358.35 358.59 319.31 319.83 316.93
Speed in knots............... 19.491 18.191 22.277 21.239 22.542 21.700 22.388 20.247 21.214 19.923
Horsepowers:
SHH Ba iy ceranscicesstetstels Shaft No. 1.. 3,388 3,390 9,054 9,087 9,504 9,282 9,532 5,994 6,155 6,080
Shaft No. 2. 8,168 8,198 9,572 9,692 9,668 9,652 9.507 6,502 6,470 6,394
Shaft No. 3.. 3,379 3,338 8,128 9,678 10,219 10,023 9,590 7,172 6,974 6,963
Shaft No. 4.. 3,336 3,387 9,324 9,546 9,860 9,658 9,355 6,803 6,286 6,236
ARTA Es boon nogaodddoocouoddogetboonoul ltsacre 18,313 36,078 38,003 39,251 38,615 37,984 26,471 25,885 25,673
THe Pyauxiliariestes secre ona 859 875 1,210 1,261 1,252 1,229 1,228 1,153 1,101 1,122
ANE) Sy eG 124 ainal IG JBL WPoooso oo ead sooo or | 19,130 19,188 37,288 39,264 40,503 39,844 39,212 27,624 26,986 26,795
Steam pressure: :
(CE¥Pho ou on co DO KD CO COO NIENN AIEAM oo cob cn] ~ WB} 211 185 185 187 180 176 185 185 185
Main steam......... S| 204 200 187 184 187 182 175 187 185 185
Absolute...............At M.H.P. turbines. .P 65 65 152 160 168 160 163 168 112 110
At M.H.P. turbines. ..S 70 70 160 160 165 165 168 115 115 115
At H P.C. turbine... 8 088 12.5 8 8 10 10 10 8 8
At I. C. P. turbine.... 189 188 13.75 13.75 13.75 13.75 13.75 13.75 13.5 13.5
At L. P. turbines....P 8.5 8.5 15 18 18.5 17 17.5 18 13,8 14.5
At L.-P. turbines. ..S 12 12 17 17 18 17.5 18 13.75 13.75 Boe)
Vacuum in inches...+.+0.-2- 222222 02-++5-+ BI 28.7 28.6 28 27.8 Det 27.8 27.8 27.8 28.2 28.2 ~
\Vacuumpingin chestep ere nerere orien 29 29 28.1 28.2 28.2 28.1 28 28.5 28.7 28.7
Number of turbines in operation................. 5 5 4 4 4 4 4 4 4 4

ELectrric PLANT

clusive use of the dynamo turbines.

Each condenser has its

There is one dynamo room located forward of the forward
boiler room, and two distribution rooms, one forward and one
aft, in which are located the lighting and power distribution
boards for the respective parts of the ship. The forward dis-
tribution room also contains the generator boards.

The generator installation consists of four six-pole, com-
pound-wound, 300-kilowatt General Electric generators, each
driven by a two-stage horizontal Curtis turbine. each gen-
erator will deliver at normal load 2,400 amperes of current at
125 volts when running at 1,500 revolutions per minute. The
generators are capable of delivering %-overload for two
hours without injury.

There are two condensers of elliptical section for the ex-

independent air pump, centrifugal circulating pump and hot-
well tank and pump. The exhaust piping is so arranged with
cutout valves that either or both condensers can be used on .
any or all the generator sets.

The condensers are of the following principal dimensions:

Horizontal diameter inside shell, feet and inches

Vertical diameter inside shell, feet and inches................ 5-834
Mhicknessmotmshellaminches seeeeieieeeeeiaicteiitieei ici nieces A
Length between tube sheets, feet and inches..............-... 6-814
« Dhickness) of ‘tube sheets, inches. c0. . .. « « cicem le cleiecieleielec)eiere 1
Numbervotatubesiercedererclercetsicletonortericierceleiet ieretnictelstnveciekisters 2,190
Diameter of tubes, inches ..
Thickness of tubes, B.W.G.... 16
Diameter exhaust nozzle, inches. 28
Air-pump suction, inches ............... if
Circulating water inlet and outlet, inches. 9
Cooling ystirface; Square meetin iiss crcmcc cw clcersrosrecletpinte ers beaieadrets 2,403

May, 1912

TABLE II.—OFFICIAL TRIAL DATA

4-Hour 24-Hour
Full 24-Hour, 19-Knot | 12-Knot
Power Endurance Trial. | Endurance
Trial. Trial.
SpeedsineknotSeemmereiceleewietltisiaias 22.08 19.19 12.08
Slip of propellers, percent of own speed,
mean. | 27.67 20.98 19.32
Draft, mean on trial, feet and inches..| 27-10 27-9 41/54 27-67'/64
Displacement, corresponding, tons... ..| 21,240 _ 21,215 20,976
Number of turbines used.. vcore 4 5 first 4 last 6
5 hours 19 hours
Number of boilers used. . Seth 12 12 8
Grate surface used, square fect....... 1,428 1,428 952
Heating surface used, square feet...... | 64,236 64,236 42,824
Pressures (average):
Main steam— |
At boilers, pounds (gage) .... 210 202 203
Engine rooms, pounds (gage) 179.2 189.1 197.4
5-turbine 4-turbine
In steam belt— comb. comb.
H. P. C. turbine, pounds
(absolute) eerie 10.8 9.3 9.2 114.4
I. P. C. turbine, pounds
(@QW30) MD) i505 coco G0006000 13.7 178 12.2 49.7
M. H. P. turbines, pounds
(absolute) Seppe 173.1 73.6 87.6 | 2
L. P. turbines, pounds (abso-
huite) ee settee ecrsae 18.5 10 11:5 5
Barometer, inches of mercury.... 30.2 30.17 30.14 30.04
Vacuum in condensers, inches of
MELCULVAT etn el nieahet 28.4 28.9 28.5 29.6
Main feed line, at pumps, pounds |
(Gage) erences erin 278 268.7 265.8
Auxiliary exhaust in feed heater,
pounds (gage).. 6.7 4.9 6.4
Forced lubrication system, ‘pounds
(gage).. 13.3 12.6 iil
Air pressure ‘in fire’ rooms, inches]
of water.. 1.99 0.6 0
Temperatures, degrees In, (average):
Main injection.. Seis 39.8 52 45
Main overboard discharge... Be 64.1 67.7 52.8
Feed water.. 197.8 201 223.3
Engine rooms, working ‘platform... 81.8 98.5 94.6
Fire rooms, wrorcing level ern 79 98 100
Outside air.. Brit 31 53.2 53.4
Smoke pipes.. 620 536 381
Revolutions or double strokes "per
minute everaec):
Shaft No. 1 366.64 289.59 165.65
Shaft No. 2. 361.24 | * 293.68 195.45
Shaft No. 3. 363.62 | 285.43 188.66
Shaft No. 4..... 364.11 289.32 164.29
Mean, all shafts... 363.90 289.50 178.51
Main air pumps....... 23.5 18.8 17.3
Main circulating pumps 244.3 201.3 161.8
Main feed pumps.... Be 26.3 20.6 16.8
Forced draft blowers............ 712 573 Not used
Horsepower (average):
Shaft No. 1, S. H. P 4,488 646
Shaft No. 2, S. H. 5,281 1,583
Shaft No. 3, S. H 4,710 1,415
Shaft No. 4, S. H 4,880 789
Total S. H. P., all shaft 19,359 4,433
I. H. P. main air pumps... p21 1
I. H. P. main circulating pumps. 507 315 167
I. H. P. main feed pumps........ 29 99 41
I. H. P. chargeable to forced draft
blowers eed oe cneree 33 178 Not used
I. H. P. other auxiliaries. . Bao 301 250 246
Total I. H. P., all auxiliaries . . 1,299 863 464
Total horsepower all machinery .. 41) ,810 20,222 4,897
Water consumption data:
Pounds per hour—
Main engines...............|493428 251,669 74,543
IND AUEYSTES, 56 06 00.00 00 00 cn 0al| OBEY) 56,382 41,843
IAllimachineryseee eee 560880 308,051 116386
Main engines, per S. H. P.... 12.180 (a@)13.000 16.815
Auxiliaries, per I. H. P...... 51.849 65.333 90.179
All machinery, per total, H.P. 13.415 (6) 15.233 23.767
All machinery, per S. H.P.. 13.845) (c)15 913 26.254
Coal consumption data:
d and quality.. George’s Good Good
Creek,’
very good |
13h, IN, Wo ae pee, ao og ag0000 06 Nosample| No sample taken | Nosample
taken taken
Pounds per hour................| 66,586 34,720 10,920
PeriSRHA Pecan 1.644 1.793 2.463
IRS? (All IL 1 5690000000000 1.593 2 efile/ 2.23
Per square foot of grate...... 46.629 24.314 11,471
Miscellaneous:
. H. P. per square foot of grate.. 28.369 139557, 4.657
Square foot of heating surface per |
Sh LEE IRs, 1.586 3.318 9.660
Square foot of “cooling ‘surface
main condensers) per S. i 0.752 1.574 6.873
Pounds of water SneiS a ‘per
pound of coal per hour.. 8.423 8.872 10.658
Knots per ton of Coal aaticrse 0.743 1.238 2.478

(a), (6) and (c) are averages for entire trial. For 5-turbine combination, first 5
hours of trial, (2) = 12.736, (6) = 14.995 and (c) = 15.668. For 4-turbine com-
bination, last 19 hours of trial, (a) = 138.074, Oe = 15.301 and (c) = 15.982.

REFRIGERATING PLANT

There are four Allen dense air ice machines, each capable

of producing the cooling effect of three tons of ice per day.

INTERNATIONAL MARINE ENGINEERING

197

One machine is located forward, primarily for cooling the
forward magazines, but can be used on the cold-storage sys-
tem if desired. The other machines are located aft the en-
gine room hatches and are fitted for cold-storage service,
ice making, etc., and for the midship and after magazines
cooling systems. There are five refrigerating rooms, isolated
by air locks and insulated with cork in the usual manner.

Torsion METERS

Each line of shafting is fitted with a Gary-Cummings tor-
sion meter for ascertaining the shaft horsepower of the main
turbines. This instrument, invented by Mr. H. R. Gary, late
of the Bureau of Steam Engineering, U. S. N., and developed
by Mr. H. H. Cummings, of the Cummings Ship Instrument
Works of Boston, is designed to meet the specifications of
the Navy Department, which require recording torsion me-
ters. It is simple in construction, accurate in operation and
gave satisfactory and consistent results on the trials.

In brief, the instrument as installed consists of a steel tube
about fourteen feet long, placed within the axial hole of a
section of line shaft in each line of shafting. One end of this
tube is securely fastened to the shaft and the other end is
supported near the shaft coupling by a ball bearing, hence
being free to turn with reference to the shaft as the shaft
twists under load. To this end of the tube is secured an arm
at right angles to it, and extending radially through a slot out
in the face of the coupling disk to the periphery. On the outer
end of this arm and external to the shaft is attached a
mechanism that actuates two marking points. It is evident
that any twist in the shaft, as it rotates under load, will pro-
duce a slight turning movement between the shaft and the free
end of the tube. This movement is transmitted through the
arm to the marking points, which trace two short parallel lines
on a card, the card being held in a frame supported independ-
ent of the shaft, that is brought into contact with the points
only when it is desired to measure the torque of the shaft.
The distance between the lines thus marked on the card,
measured to proper scale, is a factor of the amount of torque
developed in the shaft, from which the shaft horsepower is
readily figured.

TRIALS

Four trials were required of the Florida as follows:

1. A progressive trial over a measured mile water course
for standardizing the screws, extending from maximum down
to about ten knots speed.

This trial, generally called the standarization trial, was run
on the Rockland course Monday, March 25, 1912. The weather

’ was clear with a brisk wind blowing almost parallel to the

course. The first run was commenced about 6:30 A. M. ina
southerly direction, the runs being alternately south and north.
In all twenty-two runs were made over the measured mile at
various speeds, but the data from only twenty runs was used
in compiling the speed and power curves, runs Nos. 13 and 14
not being up to the speed desired, were thrown out. At the
conclusion of the trial the Florida returned to anchor off
the Rockland breakwater to prepare for the full power trial
next day.

From the data obtained it was found to require 321.4 revolu-
tions per minute of the main engines to attain the designed
speed of 20.75 knots, 286.3 revolutions for 19 knots and 177.2
revolutions for 12 knots. Table 1 contains the data obtained
on the various runs, from which the curves, Fig. 4, were
plotted.

2. A full-speed trial of four hours’ duration in the open
sea at the highest speed obtainable, with an average air press-
ure in the ash pits not exceeding 2 inches of water and not
over 185 pounds steam pressure at the main high-pressure tur-
bines. The average speed to be at least 20.75 knots and the
water consumption guarantee being 15 pounds per hour for

198

main engines and auxiliaries per shaft-horsepower of the
main turbines.

This trial took place at sea off Rockland, Me., on Tuesday
afternoon, March 26, 1912. The weather was clear, with gen-
tle breezes and smooth sea. The designed speed was easily
exceeded, an average speed of 22.08 knots being attained, which
set a new record in the navy for battleships, and the guaran-
teed water rate was likewise bettered. Table II. gives a com-
parative list of the data obtained on this and the following
trials.

3. An endurance and water and coal consumption trial in
the open sea of twenty-four hours’ duration at as nearly a
uniform speed of 19 knots as possible. The average not to
fall below that figure. The water consumption guarantee was
16.25 potinds on the same basis as the preceding trial.

The trial was started at 1:20 A. M., March 27, 1912, and
terminated at the same hour on the following day. The
weather was clear with light airs and a smooth sea. Un-
fortunately, unsatisfactory dummy clearances developed in
the starboard low-pressure turbine, which rendered it neces-
sary to disconnect the intermediate-pressure cruising turbine

INTERNATIONAL MARINE ENGINEERING

May, 1912

after five hours’ running, and to proceed with the trial on the
four-turbine combination, but in spite of this handicap the
water consumption was within the guarantee. For data see
Table II.

4. An endurance and water and coal consumption trial at 12
knots, under similar conditions to the preceding trial, the
water consumption guarantee being 26 pounds on the same
basis as before.

At 4:20 A. M., March 28, 1912, the trial commenced. The
weather was excellent throughout the trial, there being no.
wind and a smooth sea. The water consumption on this trial.
was a little in excess of the guarantee, due to the high con-
sumption of the auxiliaries. The data obtained on this trial.
is also given in Table II.

The conduct and result of all the trials was most satis-
factory, and reflects much credit not only on the navy yard:
force, where the vessel was constructed, but particularly the
ship’s engineering force, to whose organization, skill and.
energy, displayed in handling the machinery throughout the
trials, the success was largly due.

Foundering of the Titanic

While traveling at full speed on her maiden trip from
Southampton to New York at 11:40 P. M. (ship’s time),
Sunday, April 14, the new White Star steamship Titanic of
45,000 gross tons collided with an iceberg at a point west
longitude 50° 14’, north latitude 41° 46’, or about 1,150 miles
east of New York. Less than three hours later the ship sank,
carrying with her all on board except about 700 persons who
were taken off in lifeboats and later picked up by the Car-
pathia of the Cunard Line. As the total number of persons on
board the Titanic was 2,340, including officers and crew, the
loss of life was about 1,600. The vessel was certified by the
British Board of Trade to carry over 3,300 persons, but the
certificate provided for only sufficient lifeboats to carry 950
persons.

Accurate information as to just what occurred on board the
ship when she was struck and before she sank probably will
never be known, for all the engineers and officers, except
those whose duty it was to man the lifeboats, died bravely at
their work. After sifting the great mass of contradictory and
unwittingly distorted evidence offered by the survivors up to
date, it seems that the ship was steaming at a speed of about
21 knots; the night was clear and no indications of ice had
been detected, although warning of the presence of icebergs in
that vicinity had been received by wireless. Just before the
collision occurred an iceberg dead ahead was reported to the
bridge from the crow’s nest, and the course of the ship was
changed to avoid a collision. The warning had come too late,
however, and the vessel was struck by the submerged part
of the iceberg on the starboard bow at about the position of
the foremast. As only a slight jar was felt in the ship the
blow was probably a glancing one, but as the helm had been
thrown over and the stern swung to starboard, the momentum
of the vessel probably caused the side of the ship to
scrape along the submerged part of the iceberg, piercing
her shell plating in several places from the second or third
watertight bulkheads back into the boiler rooms, and thus
flooding the forward holds. Some reports also indicate
that the engine room began to fill.

A complete description of the Titanic and her sister ship
the Olympic will be found in the December, I910, June, 1911,

and July, 1911, issues of INTERNATIONAL MARINE ENGINEERING..
Further particulars of the general arrangement of the ship
can be seen from the drawings which we reproduce herewith.
trom The Shipbuilder.

Apparently the first compartment to be filled was that con--
taining the mail room (shown on the orlop deck plan, Fig..
I); that is, the compartment between watertight bulkheads 3
and 4. Probably the compartment forward of that was also.
filled, and, as the stokers came on deck immediately after the
collision, reporting that some of the boiler rooms were filling,.
it is evident that at least three of the watertight compartments
began to fill at the start; and as this changed the trim of the
vessel, partially submerging the bow, it is also probable that
some of the other watertight bulkheads, through leakage and_
the excessive stresses occasioned by the flooding of the com--
partments, opened up and admitted water to other parts of
the vessel until the forward part of the bulkhead deck was
submerged, causing the ship to sink.

Whenever two adjacent compartments in the hull of a large
passenger steamship like the Titanic are flooded the ship is in
a dangerous condition, and if a third compartment
should be filled the situation is critical. If the damage
filled the ship is practically doomed to sink. If the damage
due to a collision is confined to two compartments and the
bulkheads hold and remain practically watertight, there will.
be sufficient reserve buoyancy to keep the ship afloat. Even a
third compartment might be filled and still the ship would float,
provided the flooded compartments were not adjacent.

The sub-division of the Titanic consists of: First, the
cellular double bottom, which extends the full length of the
ship from the stem to the stern. This is 5 feet 3 inches deep,
and is increased to 6 feet 3 inches depth in the engine room.
Besides the center keelson and a continuous longitudinal on:
each side 30 feet from the center line, there were five inter--
costal tank girders amidships on each side of the center
keelson, and additional girders are fitted under the engine-

-rooms.

From the double bottom to the upper deck, as shown in Fig.
1, the hull is divided transversely by fifteen transverse water--
tight bulkheads. Aft of the forward collision bulkhead there:
are three cargo holds, each 50 feet long. The bulkheads in the-

199

INTERNATIONAL MARINE ENGINEERING

May, 1912

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holds are further reinforced by the steel decks, as shown in
Fig. 1. Abaft the forward cargo holds are six boiler rooms,
each of which, except the after one, which is nearest the
engine room, is 57 feet long. The twenty-nine boilers are
arranged side by side athwartships, five in each boiler room
as shown in Fig, 2.

The coal bunkers are arranged athwartships between the
boiler rooms, and the watertight bulkheads which separate the

———

PUBLIC ROOMS

PUBLIC
!
\

ROOMS

PASSENCER ACCOMMODATION \
'

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> TURBINE E ROOMS. 5} 2!

SOILER

b 2,.—TITANIC, SECTION THROUGH BOILER ROOM

boiler rooms are located in the center of the bunkers, being
stepped in way of the up-takes. Passageway is provided for

between the boiler rooms through alleyways, where the water-

tight bulkheads are carried to the coal bunker bulkheads, and

there are located the watertight doors, which can be automatic-

ally closed from the bridge.

INTERNATIONAL MARINE ENGINEERING

May, 1912

Abaft the boiler space is the largest compartment in the
ship, which is the reciprocating engine room, about 69 feet
long.. Abaft this is the turbine engine room, 54 feet long.
Aft the machinery space are two other cargo holds. Most
of the auxiliary machinery, including condensers and pumps,
is located in the main engine rooms, but in the compartment
aft the turbine room are the principal electric generating sets.
There are also two 30-kilowatt auxiliary sets, situated on a
platform in the engine casing at the saloon deck level, well
above the waterline, so that in the event of flooding the main
electric plant, lighting and power could be obtained from the
auxiliary plant, a circumstance which probably accounts for the
fact that the ship was kept lighted until she sank.

The sub-division of the part of the ship forward of the

boiler space, where it is expected that most’ of the damage
! from a collision would occur, is reinforced in addition to the
; ordinary frames and bulkheads by longitudinal girders at each
f deck level; the transverse deck beams, which are of channel

section 10 inches deep, are placed according to the spacing of
the frames and secured thereto by efficient brackets. At the
deck levels there are four longitudinal girders which’ extend
the whole length of the ship, except in the machinery space,
where special girders are provided of a sectional area equiva-
lent to the four girders in the other parts of the ship. These
girders are suitably supported by stanchions and columns.
Thus these longitudinal girders, besides supporting the decks,
furnished support against deflection of the transverse water-
tight bulkheads which separate the compartments.

The fifteen transverse watertight bulkheads extend from the
double bottom to the upper deck at the forward end of the
ship, and from the double bottom to the saloon deck at the
after end of the ship, so that all the bulkheads extend far
above the load waterline and give a considerable margin for
the emersion of the ship by the flooding of a limited number
of the compartments. It is evident, therefore, that the hull

, structure of the Titanic was of éxceptional strength.

Without further information, however, regarding the scant-
lings of the hull and without definite information concerning
just which compartments were filled directly by the piercing
of the skin of the ship, or by leakage through the transverse
bulkheads, and with no knowledge of the rate at which the
compartments were filled or the effectiveness of the pumps
and the bulkhead deck, no accurate assumption can be made
as to the longitudinal bending stresses or the shearing
stresses at any section of the hull. The first reports from
the survivors even indicated that there was a breakage or
partial rupture, or bending of the hull, at a point aft of the
‘midship section. Such an occurrence has taken place on
at least three steel ships which foundered, but in those
cases the ratios of breadth and depth to length were ab-
normal. In modern ship design the maximum shearing
and longitudinal stresses are proportioned for cases as ex-
treme, if not more extreme, than that in which the Titanic
was placed, although the Titanic was in about the worst
condition as far as the stresses are concerned that a ship
can be placed.

The effectiveness of the watertight bulkheads is also doubt-
ful. Their absolute tightness might very well be questioned,
but from the nature of the design of the Titanic, unless the
load due to the water pressure in the flooded compartments
was augmented by the weight of the contents of the holds
brought upon the bulkheads by the inclination of the ship just
before she finally sank, there is every reason to suppose that
they held and maintained the structure intact.

A matter of vital importance in a disaster like this is the ~
equipment of life-saving apparatus. Inadequate as it was on
the Titanic it is gratifying to find that, in spite of the fact that
the lifeboats were partly in charge of inexperienced men, yet
it was possible to launch all safely regardless of the inclination
of the vessel.

May, 1912

INTERNATIONAL MARINE ENGINEERING 201

Old American Coasting and Sound Steamers—Part II]

BY FRANCIS B. C. BRADLEE

The first steamboat worthy of the name to ply on the
coast of Maine was the Patent. She is described as follows
by the Portland Argus of July 8, 1824:

“The steamboat Patent, Capt. Seward Porter, arrived here
yesterday, in four days from New York, having touched at a
number of places to land passengers. Her engine has been
proved to be of superior workmanship and propels the boat
about 10 miles an hour.”

In a report made to the stockholders she is described as of
200 tons and as costing $20,000 (£4,110). She had one mast
and a staff at her stern, from which was displayed the Stars
and Stripes. The Patent was low and without a hurricane
deck; her boiler and engine were below, and she had a heavy
balance wheel half above the deck, and an arrangement by
which the paddle-wheels could be disconnected. Her cabins
were all below. The quarter deck was clear, with seats all
round it. In the Boston Courier of Aug. 12, 1824, her arrival
from Portland on the 8th is noticed, stating that she brought
seventeen passengers and made the trip in 17% hours against
a head wind (distance 110 miles).

Several small steamboats followed the advent of the Patent,
and by 1826 what was known as a “steam brig,” called the

STEAM BRIG NEW YORK, BUILT IN 1822. ONE OF THE EARLIEST SEA-
GOING STEAMERS IN THE UNITED STATES

(From a negative in the author’s collection)

New York, built in New York in 1822, was running on the
coast. She was owned by a Mr. Bartlett, of Eastport, Me.,
who fitted her with new machinery and ran her regularly be-
tween Boston, Portland, Eastport and other ports on the
coast. In 1829 the New York, while on her way to Eastport,
caught fire when about 8 miles to the eastward of Petit Menan
Light, and burned to the water’s edge. Luckily there was no
loss of life. One reason for the fire spreading so rapidly was
“that no fire engine, hose or buckets could be found on board.”
This throws light on the way some of the early steamboats
were managed. The New York had full, round lines, flush
deck, long scroll head, like the packet ships of that day, her
name painted on the paddle boxes, with the addition New
York and Norfolk packet. In 1832 the Chancellor Livingston,
that had for years run on the Hudson River and Long Island
Sound, was sold to Cornelius Vanderbilt, who placed her on
the Boston-Portland route. She was 496 tons, 157 feet long,
33 feet beam, to feet depth, with a “cross-head” engine having
a 56-inch cylinder with 6-foot stroke. The Chancellor Liv-

mgston was considered much superior to any of the other
Maine coast steamboats of that time, and was in use until
1834, when, showing signs of wear, a new steamer called the
Portland (163 feet by 27 feet by 11 feet) was built to take her
place, the engine from the Livingston being transferred to
her. The Portland was very successful, being in use as late
as) 1850;

During this early period there were many steamers on the
Maine coast that ran there for short periods only, being sold
or transferred to other routes, and these not coming within the
scope of this article we shall not mention them. In 1833 the
Boston & Bangor Steamship Company started with a wooden
side-wheel boat called the Bangor, built in New York by
Brown & Bell. She was about 160 feet long, and had a “cross-
head” engine with a cylinder 36 inches in diameter, 9 feet
stroke. This vessel was sold to the Turkish Government in
1842, and sent across the Atlantic to Constantinople. (See
the article on Old American Transatlantic Steam Liners.)

In 1845 the Bangor Steamship Company brought forward a
most curious and famous steamer. She was also called the
Bangor, and is memorable as being the first iron and screw
propelled seagoing craft in the United States. The hull and

COAST OF MAINE SCREW STEAMER BANGOR OF 1845
(From a painting in the author’s possession)

machinery (begun in 1843 and not finished until 1845) were
constructed by Betts, Harlan & Hollingsworth, at Wilmington,

-Del., the tonnage of the Bangor being 231; length, 120 feet;

breadth, 23 feet; depth of hold, 9 feet. The engines were what
was known as the “Loper” type, consisting of two independent
cylinders, each 22 inches in diameter by 24 inches stroke of
piston; the boiler was of iron, of the drop-flue type, 20 feet
in length, and there were twin-screw propellers, each 8% feet
in diameter. The Bangor made 15.7 statute miles on her trial
trip, but on Aug. 31, 1845, soon after beginning her regular
trips, she was burned off the Maine coast, but was rebuilt, and
again placed on the Boston and Bangor route. In December,
1846, she was purchased by the United States Government,
renamed the Scourge, and used as man-of-war during the
Mexican War. She was afterwards sold to persons in
Louisiana.

In the 50’s the best-known Bangor boats were the Penob-
scot and Boston, belonging to Sanford’s Independent Line,
and the Daniel Webster, owned by the Boston & Bangor
Steamship Company. These boats varied in length from 220
to 240 feet, and had beam engines with cylinders 48 to 52
inches in diameter by 11 feet stroke. The Daniel Webster was
considered the finest of these three steamers, and ran mostly

202

between Portland and Bangor in connection with what was
known as the “steamboat train’? to and from Boston on the
Eastern Railroad.

In 1863 the Bangor Line had constructed by John Englis &
Son, New York, the Katahdin, 1,234 tons gross, 241 feet by 34
feet by 12 feet, with a beam engine having a 50-inch cylinder by
Ir feet stroke; and in 1867 the same builders constructed the
Cambridge, 1,327 tons gross, 250 feet long, 38 feet beam, 13
feet depth of hold, with a beam engine having one cylinder 60
inches in diameter by 11 feet stroke. The latter vessel ran
ashore on Georges Island, coast of Maine, Feb. 10, 1886, and
became a total loss, and the Katahdin was broken up for old
junk about 1805.

In 1843 the various steamers running to Portland were

INTERNATIONAL MARINE ENGINEERING

May, 1912

Launching of the U. S. Destroyer Henley

The torpedo boat destroyer Henley was launched at the
works of the Fore River Shipbuilding Company, Quincy,
Mass., April 3. The principal dimensions of the vessel are as
follows:

289 feet.
203 feet 10/4 inches.
26 feet 414 inches.
742 tons.
8 feet 4 inches.

Length between perpendiculars.....
Leven Over Alllocooccsc0000s pees
Breadth, molded
Trial displacement
Prialidnratiy nes. uscece serr eee
Battery—Five 3-inch guns, three 45 c/m torpedo tubes on
deck, two .30-caliber automatic guns.
The contract was signed on Noy. 28, 1910, and calls for de-

consolidated into one concern known as the Portland Steamlivery on Nov. 28, 1912.

COAST OF MAINE STEAMBOAT FOREST CITY, 1854
(Negative from N. L. Stebbins)

Packet Company. Their first steamers were two wooden pro-
pellers, the Commodore Preble and the General Warren, each
boat being 150 feet long, 24 feet beam, 8 feet depth of hold,
and having high-pressure engines with two cylinders each 18
inches in diameter by 24 inches stroke. At the time of the
discovery of gold in California in 1849 these two steamers
were sold for service on that coast, and sent round via Cape
Horn, being nine months on the voyage.

For some reason or other, probably because of their small
passenger accommodation, propellers were not popular at
first on the coastwise route, so the Portland Line soon re-
placed the Commodore Preble and General Warren by side-
wheel boats named the Atlantic and St. Lawrence. These
were followed by the Forest City in 1854, the Lewiston in
1856, and the Montreal in 1857, wooden side-wheelers, about
235 feet long and 33 feet beam, with beam engines having 52-
inch cylinders by 11 feet stroke. The Lewiston was after-
wards sold to the Portland, Bar Harbor & Machias Steamboat
Company, and in 1867 the John Brooks was bought, a wooden
side-wheeler, 250 feet long, 34 feet beam, with the usual beam
engine; she had previously run on Long Island Sound. After
her followed the Tremont (1883), and the ill-fated Portland
in 1890, still wooden paddle-wheel steamers, and it was not
until r900 that the Portland Steam Packet Company had a
modern steel propeller steamer built, which was called the
Governor Dingley.

(To be concluded)

The machinery spaces occupy the ’amidship portion of the
destroyer, the installation consisting of four Fore River-
Yarrow watertube boilers. The vessel is fitted with two
18-stage Curtis reversible marine turbines, 63 inches in diam-
eter, and capable of developing 5,500 shaft-horsepower each
at about 585 revolutions per minute, which will give the vessel
a speed of 29% knots.

For the purpose of bettering the economy of consumption
of steam at low speeds there has been fitted at the forward
end of each turbine, and connected to it by means of a jaw
clutch, a 10%-inch by 22-inch by ro-inch stroke-vertical, com-
pound reciprocating engine, which at 16 knots is intended to
develop 400 indicated horsepower at 280 revolutions per min-
ute, with a steam pressure of 250 pounds in the high-pressure
chest. The steam, after passing through this engine, is put
through the turbine, and the energy remaining in the steam
after passing through the reciprocating engine is extracted
down to the last ounce of pressure in the turbine. Shop tests
of this unit, conducted by a naval board last December,
showed, according to the report of the board, that the gain in
economy at 16 knots amounted to 33 percent, at 13 knots 62.4
percent, and at 10 knots 098.96 percent over the performance of
the turbine under similar conditions of steam. The contrac-
tors guaranteed that the gain at 16 knots would be 25 percent.
It is expected that the Henley will be the most economical
torpedo boat destroyer in the United States navy at all speeds
from 10 knots up to 31.

May, 1912

INTERNATIONAL MARINE ENGINEERING

203

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Efficiency of Turbines at Cruising Speeds

The 4o0-horsepower reciprocating engines which are to be
installed forward of the 5,500 shaft-horsepower turbines (Cur-
tis) of the United States destroyer Henley will probably give
the desired economy at cruising speed, but in the case of
similar installations in battlships the increased length of en-
gine rooms would be a disadvantage and the engine would be
large on account of the necessarily small piston speed.

To take a concrete case, consider the battleship North Da-
kota. She is a twin-screw vessel with Curtis turbines. At a
speed of 21.6 knots the shaft-horsepower was 15,900 on each
shaft, and the revolutions 280, while at a cruising speed of, say,
12 knots, the shaft-horsepower was 1,911 and the revolutions
143; that is, the revolutions were reduced to one-half and the
horsepower to one-eighth. The steam consumption was 13
pounds per horsepower per hour in the first case, and 20
pounds per horsepower per hour in the second. Nineteen noz-
zles were used in the first case and four in the second.

If a clutch was put in the shafting abaft the turbine for
direct drive at full power, it could be thrown out and a one
to two reduction gear used for the lower speed, which, as it
needs only 1,911 horsepower, would not require very heavy
gearing. A greater ratio might be used so that the turbine
could run above the normal speed and increase the efficiency.
The clutch and gearing could be fitted in the shaft alleys,
which are of little value except as space for engineers’ stores.

Another installation which would make no change in the
main shafting, except to add one gear to it, would be the addi-
tion of small high-speed turbine or reciprocating engine
geared to the main shaft, the exhaust from same discharging
into the main turbine. As the safety of the vessel would not
be dependent on this auxiliary machinery, it could approach
torpedo-boat design in speed and weight. Of course, in the
case of the turbine the speed reduction could be very con-
siderable and the turbine very small.

The Government is now making radical experiments in
methods of power transmission on the colliers, but all for full
power. Would it not be advisable to try the merits of the
above propositions on similar war vessels? Any one of the
installations would weigh less and take less room than the
Henley type; in fact, none of them would increase the engine
weights by more than 3 to 6 percent.

Brooklyn, N. Y. R. E. Barry, A. I. N. A.

Explosion of an Intermediate Stop=Valve Chest

The steamship T. was on a voyage from Bristol, in
England, to Galveston, Texas. Everything during the voyage
across had worked well, and when the explosion I am going
to speak of happened the voyage was nearly at an end.

The stop valve I write of was an ordinary brass valve 10
inches in diameter. It worked by a rod and wheel from the
starting platform. A brass nut was fitted in the saddle of the
cover to take the spindle, which had a square thread 1%4-inch
pitch, The diameter of the cover was 18 inches, and the
mean thickness was I inch,

No repairs had been required previous to this explosion.
The machinery, etc., had all been inspected and passed by
the superintending engineer.

We had come to anchor waiting for the weather to calm

Breakdowns at Sea and Repairs

down so that we might get a pilot, and it was during this
time that, without any warning, the cover of the intermediate
stop valve blew off. Three of the studs were also broken off.

One of the engineers had opened the stop valves on the
boilers, eased the throttle, and had also opened all the drain
cocks; he then proceeded to open the intermediate stop valve
and it was then that the explosion took place. The engineer,
who was trying to open the valve, was severely scalded and
laid up for some months afterwards. The noise of the es-
caping steam brought severai others of the engineroom staff
to the spot and, after groping about for some minutes in the
steam, we managed to get the main stop valves shut.

We then set about repairing the chest. We had to drill out
three 1-inch studs which were broken off flush with the face of
the chest, and put three new ones in. We then got a piece of
steel plate about 12 inches square and drilled holes to suit
the pitch of studs and jointed all up. The steam was allowed
to run straight through from the main stop valves of the
boilers to the throttle, the valve and cover of the intermedi-
ate stop valve being useless; in this way we reached port and
had a new valve and cover fitted. F, J. S. N.

A Kink in Gaskets
Being in a position where we didn’t have any gasket to
make a joint in the valve chest of a dense air ice machine, it
looked as if there was going to be a loss of provisions, but one
of the oilers suggested the following, which was carried out:
The sketch shows the valve chest, which was approximately
14 inches wide and 20 inches long, and the studs were moder-
ately close together. We took some quarter-inch square pack-

GASKET FOR A VALVE CHEST

ing and laced it round the studs, as sketched, and put on the
cover and drew it down. This gasket lasted longer than any
we had ever had, and since then I have given up cutting out
flat gaskets and saved considerable time for ourselves and
money for the owners. Usually common sense metallic pack-
ing is used in these ice machines; but they are quite a little
trouble to handle, and I think that what is here suggested can
be used not only in such a place but in many others ad-
vantageously. TRAMP STEAMER.

Fitting a Tail Shaft Ring

Fitting a brass retaining ring on the tail shaft of the Ger-
man steamer /tauri, without docking the vessel and while
cargo was being handled, was the unusual feat recently per-
formed in Seattle harbor by the Heffernan Engine Works.
During her long passage from Europe, stopping en route at
many ports along the west coast of South America, the Jtauri
was subjected to severe service, and when she reached this
port it was found that the retaining ring was so badly worn
as to require replacing. The engineering staff aboard stated

204

it was impossible to make the repairs without docking the
vessel. As it was imperative that she discharge and be dis-
patched as quickly as possible, docking was the last resort.
When the Jtauri arrived she was drawing 13 feet aft. To put
her down by the head as much as possible, 350 tons of iron
were discharged from the afterhold, No. 1 hold was filled with
1,000 tons of flour, while No. 1 tank was filled and the after
tanks were pumped out. This put the vessel down by the head
by about ten feet, bringing the propeller high out of water.
The shaft at the retaining ring was then partially under the
surface.

The brass ring was made in two pieces, dovetailing into
each other, one section going under the shaft and the other
on top. With the assistance of a diver the two parts of the
ring were placed around the shaft, bolted together and
screwed on, the work being completed within a few hours.
Mr. Heffernan made good on his offer to repair under water,
thereby saving much time and expense. Officers of the vessel
would hardly believe that the work could be performed without
docking, and were greatly pleased at what was accomplished,
and local marine engineers are still talking about the feat.

Seattle, Wash. IR, (C, delat,

A Condenser Breakdown

Most of the cases of marine breakdowns can be traced to
some assignable cause, but others are to be classed purely and
simply as mysteries. How they happen is beyond comprehen-
sion, and therefore the restoration of the plant to normal
working order is only a partial solution of the difficulty, as one
never knows when or under what circumstances the trouble
may occur again. For this reason the marine engineer should
not be satisfied merely with keeping his plant in running con-
dition; he should be able to give a satisfactory reason for the
troubles which assail the plant in order that they may, as far
as possible, be prevented from happening again.

The following incident is, however, at present without ex-
planation, and a solution of the difficulty will be welcomed by
the writer: The figure shown herewith is a view looking

CRACK ON A CONDENSER

down upon the top of a condenser of the usual surface type
found on board ship, showing a rather extensive crack which
developed between two columns. How the fracture occurred
no one knows, the only thing definitely known about it being
that the condenser was found cracked, as shown, when the
vessel was about seven days out of port. The way the trouble
was discovered was by the condenser losing its vacuum, and
as this happened very rapidly the inference is that the forma-
tion of the crack and the losing of the vacuum occurred prac-
tically at the same instant. The reason for the crack could,
however, not be found. It might have been understood quite
well if the engines had been warmed up quickly, leaving the
condenser cold; but this was not the case, so the incident must
rank as one of the mysteries which so often occur at sea.

The sketch also illustrates how the damage was repaired,
although there is nothing extraordinary about that part of the
subject. At each end of the crack a hole was drilled in the
condenser and plugged in order to prevent the crack from
extending. Then a piece of plate 54 inch thick was cut to
amply cover the crack and secured to the condenser surface
by means of 54-inch bolts, a sheet of jointing material being
placed between the plate and the condenser surface to keep the
vacuum.

INTERNATIONAL MARINE ENGINEERING

May, 1912

The Pump Trouble

It was some time ago, | admit, that the late chief engineer
of the good ship Sun tound himself a stoker on the tramp
steamer Anna, not Ann. It wouldn’t have been wise to put
any question as to the age of this vessel within the hearing of
the captain. Yes, I was stoking with a first-class certificate
in my clothes, but I] regret to say that my earthly possessions
consisted of what I had on, and that certificate; and my main
wish was for cooling drinks and to get away from shore.
Yes, it was “booze” that did it, but that was long ago and
another story.

I was picked up by the chief engineer of the Anna for no
other reason that I know of except that I was white and
spoke English. He was a down-East Yankee, weighing about
110 pounds, and J am sorry to say that his clothes and traps
bore the name of ““Lomedieu,” yet the certificate of the chief
engineer of the Anna was not spelled that way, but “McPher-
son.” At that time in my life I did not care much about such
matters.

After twenty-one days I got “noticed,” and think the chief
had been prowling around my clothes when I was asleep
and saw the certificate. At any rate, I was taken into
the engine room. Two days later, I was told to overlook a
boiler feed-pump which had suddenly given out, or rather,
instead of working its usual twenty or so strokes a minute, it
took to making two or three hundred or more, and while it
pumped some water it didn’t pump much. I took off the water
end of the cylinder head and steam end, as I supposed that the
water piston rings were broken or the soft packing given out,
and took out the piston rod. Right here let me say that the
Anna had its work done cheap when repairs were concerned,
and the piston rod was a sample of the style of work de-
manded, and obtained and accepted, being a piece of cold-rolled
shafting with the water piston riveted on one end and a die-cut
thread and shoulder on the steam end. I found both ends
O.K. and nothing seemed to be the matter. I reported to the
chief, who took a look, and told me to close her up again and
use the old gasket. We did not use the pump for several
days, and only started it up, when we got into port, to wash
boilers; then it seemed to work all right for a day of two.

By that time I was feeling all right, and the chief told me
that I should get no more money, but I was to be his “First,”
and I was to attend to my duties and keep my mouth shut
and my eyes open. We started out a day or two afterwards,
and after a few hours I started up the pump. It worked all
right for a few minutes and then it began to fly away, and we
had our troubles with it; but it kept on feeding sufficient for
the purpose.

The chief made some uncomplimentary remarks about me,
and then had the pump taken apart himself, but could find
nothing; but, being called away before it was put together, I
had a chance to look it over, and here was the trouble.

On account of the cheap job no shoulder had been turned on
the water end of the piston-rod, but it had just been shoved
in “any old way” and riveted over. After a while this worked
loose and the piston-rod would keep on working through the
Piston, sometimes carrying it along with it and sometimes not.
I took a great deal of pleasure in calling the attention of the
chief to the fact that it paid to do a job well. He remarked
this was true when you didn’t have to pay for it yourself,, but
he had noticed that engineers who had no interest in the ship
had a change of heart when they got an interest in it as
regards repairs. AntTI-BoozeE.

Work on the Argentine battleship Rivadavia at the yards
of the Fore River Shipbuilding Company, Quincy, Mass., has
progressed to the stage where the turbine rotors are being
placed on board. Much of the auxiliary machinery is already
in position, the boilers are complete and the condensers are
ready to be installed as soon as the turbines are in position.

May, 1912

INTERNATIONAL MARINE ENGINEERING

205

Review of Important Marine Articles in the Engineering Press

A Comparison of the Cost of Dreadnoughts in England,
Germany, France, Austria and the United States—Trans-
lated from an article of Naval Constructor Louis Barberis,
R. I. N., in Rivista Marittima, by A. Conti. Attention of the
reader is called to different methods of accounting used in
the countries compared. After correcting for these differ-
ences, according to the best knowledge obtainable, costs per
ton and for the completed ships are given. The most valuable
part of the paper consists of tables of costs of dreadnoughts
of all the Powers sub-divided into the general items of expense
going to make up the completed ship. 6,200 words.—/ournal
of the American Society of Naval Engineers, February.

A Further Note on Approximate Stability—By Arthur R.
Liddell, Charlottenburg. General rules have not yet been laid
down for the determination of a suitable metacentric height
for vessels of different sizes and types nor have the principles
that underlie its variations been made clear. In this article
a suggestion is made with this as its purpose. To make the
consideration general, the stability conditions of rectangular
blocks of different proportions of depth té breadth are dealt
with. If curves of levers be laid off for such a block, or
series of blocks, with molded depth to breadth ratio ranging
from .4 to..6, it will be seen that with a given height of meta-
center the range of stability varies considerably. If, however,
a particular range of stability be laid down the metacentric
height corresponding will vary so that it is too large in some
of the blocks and too small in others. To lay down distinct
limits for either is impossible, and a compromise must be made
in some way. The suggestion of the author is to establish a
certain fraction of the breadth as a desirable metacenter for
a block with molded depth equal to one half breadth, and for
all other proportions of block to halve the difference between
this height and the metacentric height that would give the
same range as the standard proportion. The ranges of posi-
tive stability thus arising will have values that are approxi-
mately means between the two cases given above. The re-
mainder of the article consists of examples of the use of this
suggestion, and in showing how impossible it is to find a
method for accurate use that covers all cases. 2,700 words.—
The Engineer, February 23.

The Davis Gun-Torpedo.—The essential features of this in-
vention is the substitution of a gun firing a shell for the ex-
plosive head of a torpedo. By the use of vanadium steel of
very high elastic limit an 8-inch gun and shell is mounted in
the warhead of a torpedo with an actual saving in weight over
the usual charge of gun cotton carried in the largest size of
explosive head. The object is to preject the shell of this sub-
marine gun through all torpedo nets and armor within the
vitals of the ship itself where the charge of the shell is ex-
ploded by means of a time fuse. Tests have been carried out
in the waters of Chesapeake Bay by the inventor, Commander
Cleland Davis, U. S. N., and more recently by the United
States Government. These have shown that great destruction
results from the use of the weapon, and all claims for it have
been substantiated. Some difficulty has been experienced in
making the fuse act at precisely the right time, but otherwise
the penetrative possibilities of the attack have been fully real-
ized. Illustrated with photographs and diagrams. 1,900 words.
—The Engineer, February 23.

Floating Dock for Testing Submarines—A floating dock of
novel construction has recently been built by the Fiat San
Giorgio, Spezia, the chief object of which is to enable external
pressure tests to be applied to hulls of submarines without

having recourse to deep-sea diving tests. The main portion of
the dock consists of a hollow tube, having one end perma-
nently closed, the other fitted with a hollow circular door. Two
centrifugal pumps enable the dock to be lowered to receive
a submarine and rise with its load, while a third pump enables
the pressure to be maintained within the dock for testing pur-
poses. When floating light the displacement is said to be 500
tons, when loaded 925 tons, and when docking a vessel the
draft is increased from 7 feet light and to feet loaded to 17
feet 9 inches. 550 words. Photographs and drawings.—
Engineering, February 23.

Anti-Rolling Devices for Ships—By E. C. Given, M. Inst.
C. E., M. I. Mech. E., M. I. N. A. Read before the Liverpool
Engineering Society. A well-written summary of the use of
anti-rolling devices from their introduction to the present
time, giving for each instance the name of steamer, her size,
the general characteristics of the system used and its results.
More is said concerning the recent developments by Dr.
Frahm, of Blohm and Voss. A recent paper by the inventor
has been reviewed in these columns. This system has been
successfully tried on the Cunard Line steamship Laconia, and
will be installed in the Aquatania, now building. A brief
statement of the principle on which the device works may be
said to be the use of a secondary and artificial resonance to
damp the primary resonance between the waves and ship. A
ship rolls in periods of her individual oscillation even if the
impulse be more or less irregular. As the ship lags 90 de-
grees; that is to say, a quarter of her period behind the wave,
so the phase of the tank water lags 90 degrees behind the
ship; that is, 180 degrees behind the wave, and the result is
that the water having been put in motion by one wave of a
series damps the rolling tendency from the next. 4,000 words.
—The Steamship, March.

Screw Propeller Design—By Capt. C. W. Dyson. After
the publication of the article with the above title in the
August, 1911, number of the Journal of the American Society
of Naval Engineers, the London Engineer called attention to
the fact that it is not the block coefficient of the ship alone
which should be used in determining its propeller. This point
has been thoroughly understood by the author, but not until
this contribution has he found suitable form for expressing
this variable. By adopting the system of “Parent Lines” used
by Naval Constructor Taylor in his book on “Speed and Power
of Ships,” a “Guide Chart for Correction of Block” has been
produced, and is herewith submitted as the most practicable
method of graphically illustrating the correction of block to
be used in the selection of slip charts where any ordinary de-
parture from the relative dimensions of the standard basic
vessel occurs, Capt. Dyson then proceeds to explain the de-
velopment of the corrective chart and gives it for use in
design. 1,200 words.——Journal of the American Society of
Naval Engineers, February.

The Possibilities of Flue Gas Economizers on Board Ship.
—By Mr. R. Royds, M. Sc., and Mr. J. W. Campbell, M. Sc.
Suggested by previous experiments for this form of heat
saving on board ship and prompted by the recent adoption of
feed-water heating on locomotives of the Egyptian State Rail-
way, the authors have given extensive reports of experiments
carried on at the Glasgow and West of Scotland Technical
College. The purpose of these was to determine the effect of
varying speeds of water and air through tubes on the trans-
mission of heat from these mediums to the surrounding air.
The report is mathematical in its nature, but gives also tabu-

206

lated data and a statement of practical results obtained.
Useful results are claimed to have been obtained, although it
is more of a store of experimental data than a statement of
practical knowledge. Following the paper is a discussion by
various members, both for and against the practical adoption
of the apparatus suggested. 7,000 words.—Tvransactions of
the Institute of Engineers and Shipbuilders in Scotland;
Fitty-fifth Session, 1911-1912.

The Naval Reciprocating Steam Engine, its Characteristics,
Dimensions and Economics——By Ernest N. Janson. A care-
ful review of reciprocating engine practice in the United
States navy for the past twenty years in all principal con-
siderations of design. The article refers especially to battle-
ship engines, though allusions are made to engines of other
types of craft. It gives tables of design, data and a chart
showing the progress in engine performance during that time.
It contains a drawing of the elevation of one of the engines
of the battleship Delaware. On the whole, one of the clearest
reviews of the subject we have seen for some time. 13,500
words.—Journal of the American Society of Naval Engineers,
February.

Alternating Current on Shipboard.—By Lieut. A. Norris,
U.S. N. A careful and complete statement of the case of the
alternating current versus direct current on board warships
in every practical detail. All electrical installations at present
in use on shipboard are on the direct-current system. That
the use of alternating current is practicable may be inferred
from its use in the German navy and several foreign mer-
chant fleets. The use of this system on shore is well known
to have advantages not obtained by the use of direct-current
systems. Some of these are: cheaper cost of installation,
cheaper cost of production per kilowatt-hour, cheaper cost of
mechanical and labor upkeep, less space and weight required
for the plant, simpler construction and higher efficiency of
machines, increased ease of voltage regulation. The scope of
the paper is to outline a tentative design for use on a battle-
ship under service conditions, and as the first step in accom-
plishing this the author lists all motors required for such a
service. Next, he considers types and sizes of motors best
filling these needs. The induction motor is the type depended
on to give best results in this service and characteristic curves
are given for suitable machines. All departments of the
ship’s electric installation are dealt with from the generating
station to the wiring specifications, and in summing up the
case a list of advantages to be derived from.the change seems
apparently unanswerable. Perhaps the reason for the con-
tinued use of the direct-current service is that stated in the
introduction to this paper, that although electricity has been
used for lighting and power on board ship for a number of
years the question of economy in its use and application has
had comparatively little consideration. 15,000 words.—Journal
of the American Society of Naval Engineers, February.

Boilers Fired with Liquid Fuel—An abbreviated translation
of a paper by Major Giulio Fumanti, of the Italian Corps of
Naval Architects before the first Congress of Marine Engi-
neers held in Rome Noy. 12, 1911. The paper is evidently a
complete treatise on the subject, and while little new matter is
presented, the arrangement is especially good and complete
from the standpoint of the naval engineer. Although the
difficulties in using oil fuel, as stated, are high cost and diffi-
culty of obtaining a regular supply, the advantages more than
outweigh these, especially for naval vessels. Much care must
be exercised in guarding against fire and shells, but these can
be guarded against to some extent by using double-bottom
tanks for storage and pumping to boiler rooms as required.
The author favors the steam atomizing system for regularity
of service. Figures are given showing time required for

INTERNATIONAL MARINE ENGINEERING

May, 1912

raising steam for starting or for full speed from time of
giving orders and other like situations. In merchant service
fuel consumption is stated to be 1.1 to 1.0 pounds per indicated
horsepower per hour. 2,500 words.—Engineering, February 2.

Note on the Performance of Marine Turbines at Reduced
Speed.—By E. Buckingham.—This article is as much a study
of design of marine turbines for naval service as it is a note
on their performance. For it is the purpose of the study of
operating conditions at reduced speeds to design with better
regard for that very essential feature of modern naval service.
It is well known that while at full power turbines may show
an acceptable performance from the standpoint of economy,
it has so far been a very different thing at reduced speeds.
So well is this known and generally accepted that separate
cruising turbines have been installed where the necessity of
the case demanded and space permitted. The purpose of this
article is the determination of pressure distribution at reduced
power and the relation of the pressures to the steam flow with
their applications to design of turbines for economical service.
These have been accocmplished as far as data at hand have
furnished grounds and precision of measurements have per-
mitted the deduction of a rule. From trials on turbines of the
Salem and North Dakota, and comparison with reliable
authorities on turbine design, the pressure distribution at
reduced power has*been determined and its relation to steam
flow discovered to be approximately as follows: “When the
steam flow is cut down by nozzle regulation, the absolute
pressure at every point in the turbine except close to the con-
denser is reduced in the same proportion as the steam flow, if
the feed to the steam chest is kept uniform in quality and
pressure.” Applications of this rule to practical design in
several bearings are then taken up and explained. 5,600
words.—Journal of the American Society of Naval Engineers,
February.

The Telefunken System of Wireless Telegraphy—A de-
tailed description of the apparatus of this most widely adopted
system of wireless telegraphy. It was originally evolved in
Germany, where, after the amalgation of two companies which
had carried on business in wireless telegraphy separately, it
received the name Telefunken. The system represents a com-
bination of the Braun-Siemens and the Slaby-Arco systems,
and has been built up on the researches and inventions of two
well-known German scientists, Prof. Slaby, of Berlin, and
Prof. Braun, of Strassburg, the latter of whom received the
Nobel prize for physics in 1910. Of the 1,500 stations in
operation at the beginning of 1909, 673 were Telefunken sta-
tions. The largest standard type of station on the new Tele-
funken system is said to require a primary alternating current
energy of about 40 kilowatts. Radiograms sent in a southerly
direction from Germany have been picked up by steamers as
far as 2,500 miles distant, and in a westerly direction as far as
3,200 miles. In this system the instruments may be tuned
very accurately and the variously tuned transmitters easily
distinguished from one another by their notes, which are
musical in their purity. The range of tones possible varies
from 200 to 2,c00 vibrations per second. The article contains
a detailed description of transmitters and receivers, signal call
apparatus and sound intensifier, with photographs of different
sizes of sets made both for land and marine work. 6,700
words.—The Steamship, March.

Engineering Works at the Rosyth Naval Dockyard—This,
the second instalment of the series, continues the description
of the concrete construction of the river walls and piers of this
new naval station. The details of the work are given with
some degree of completeness, the assumed conditions and de-
signing factors furnishing satisfactory data for similar work.
2,100 words.—Engineering, February 2.

May, 1912

Published Monthly at

17 Battery Place
By ALDRICH PUBLISHING COMPANY, INC.

New York

H. L. ALDRICH, President and Treasurer
Assoc. Member of Council, Soc. N. A. and M. E.

and at
Christopher St., Finsbury Square, London, E. C.

EK. J. P. BENN, Director and Publisher
Assoc. I. N. A.

HOWARD H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary
Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,
Mass.

Branch Office: Boston, 643 Old South Building, S. I. CarpEnTeEr.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

Changes to be made in copy, or in orders for advertising, must be in
our hands not later than the 15th of the month, to insure the carrying
out of such instructions in the issue of the month following. If proof
ts to be submitted, copy must be in our hands not later than the toth of
the month.

Confronted by the most appalling disaster in the
history of navigation, shipbuilders and navigators can
no longer fail to recognize that their oft-asserted mas-
tery of the sea is far from perfect. Great faith has
been placed in the achievements of the modern ship-
builder, and the prudent navigator has feared nothing
at sea but the land and unseen dangers. Even the
timid ocean traveler has almost lost sight of the ele-
ment of risk involved in the hidden menaces so long
eluded by the skill of seafaring men, until at a blow
one of the mightiest creations of naval architecture
has been stricken and its ghastly toll exacted.

The Titanic was side-swiped, and the blow was dealt
by an iceberg unseen until scarcely more than a ship’s
length ahead. The inability to detect an unlooked-for
hidden obstacle in the path of the vessel at night,
coupled with high speed and large size of the vessel,
which mean a tremendous force for the thin shell plat-
ing of the ship to resist in a collision, all tend to make
such a result inevitable. Overwhelming as the disas-
ter is, from it must come an immediate and wide-
spread development towards greater safety in ship
construction, safer methods of navigation and safer
appliances for preserving life when a ship is thrown

INTERNATIONAL MARINE ENGINEERING

207

upon her own resources under the most disadvantage-
ous conditions.

In the first place, outside of collisions, there is little
for the modern steamship to fear. Other risks have
been practically eliminated. Even collisions, when be-
tween two vessels, have never proved so disastrous,
because they usually occur in fogs when the ships are
running at reduced speed, and the less damaged ship is
usually able to assist the other. Much has been done
by the United States Revenue Cutter Service in the
location and removal of derelicts, and undoubtedly
this work will be steadily pushed forward. There re-
mains, however, the menace of the iceberg, which is
still only a half conquered foe, and which has just
proved its terrible destructive force. Icebergs, how-
ever, are not so numerous that they could not be lo-
cated and traced with considerable certainty, so that
ice regions could be avoided in regular ocean travel if
the proper precautions were taken.

Even the greatest precautions in eliminating as
much as possible the causes for collisions should not
in any way deter every effort toward utilizing every
means of protection for passenger ships from damage
by collision. The part of the ship which has always
been considered as the most likely to be injured by
collision is some part of the bow, and the provision of
a collision bulkhead and the use of transverse water-
tight bulkheads separating the holds in the forward
part of the ship has been expected to give sufficient pro-
tection against a head-on collision. In most cases, if
the bulkheads are absolutely watertight and of suffi-
cient strength, this has proved a sufficient precaution ;
but as the speed and size, and, consequently, mo-
mentum of the ship when under way, increase, there is
very good reason for subdividing the forward part of
the vessel still further by the introduction of either
a center line bulkhead in the forward holds, or by the
use of an inner skin extending up to the waterline.
The weights involved by such design, and the question
of stability in the event of damage to one side of the
ship only, must, of course, be carefully treated, as in
warship design.

Side-swiping a vessel is an accident which has
almost never happened, but when side-swiping extends
for a considerable length of the ship, a system of pro-
tection by transverse watertight bulkheads is of little
use. Some protection against such an accident can
be obtained, as was done in the Lusitania and Maure-
tamia, by the use of wing bunkers, with the longitudi-
nal bunker bulkheads made watertight or virtually
in the form of an inner skin to the vessel. This type
of construction can be used in almost any ship, and if
longitudinal framing is used with a corresponding sav-
ing in weight of the outer structure the additional
weight of inner longitudinal bulkheads through the
boiler space would not be so serious. Some additional
saving in weight could also be obtained by the use of
watertube boilers in place of the Scotch boiler, which
has been steadfastly adhered to in merchant vessels.

208

INTERNATIONAL MARINE ENGINEERING

May, 1912

Improved Engineering Specialties for the Marine Field

Life=Saving Appliances

The loss of life in the 7itantic disaster emphasizes more
strongly than ever before the absolute necessity of equipping
all ships with the best and most efficient life-saving equipment
that can be obtained. Only recently some new products along
this line have been placed on the market by the Welin Davit
and Lane & De Groot Company, Con., Long Island City, which
are worthy of careful consideration.

Fig. I shows a ring-buoy that has the same appearance as
the common type but differs greatly in construction. The ordi-
nary ring-buoy now in use, made of cork, absorbs a great deal

FIG. 1

of moisture, and therefore rots from the inside. The necessity
of painting these every year in order to keep up their appear-
ance and preserve them adds considerably to the weight, so
that after a few years they cannot always be relied upon. The
A. B. C. ring-buoy is made up in the same sizes as the regular
cork one but is about 20 percent lighter in weight, though
double the strength on account of it being made up of solid
Balsa wood, turned to perfect shape and treated with an im-
pervious solution which prevents the penetration of all mois-
ture and water. The canvas cover is also of better quality

FIG, 2.—CONSTRUCTION OF A. B. C. LIFE BUOY

than that used on the cork ring-buoy, and if painted like the
cork one it may in time gain weight, due to the paint but not
due to the absorption of water. Should this accumulation of
paint amount to 3 pounds, which would be an unusual condi-
tion, the A. B. C. ring-buoy would then weigh no more than
the cork one, as it is 3 pounds lighter than that called for in
the navy specifications. The superior durability of this buoy
is therefore manifest.

The A. B. C. life raft, Fig. 2, is another illustration of what
can be accomplished with this light and strong wood. This
raft consists of about 50 board feet of wood and will support

eight persons in the water. Yet, notwithstanding this, one
man can easily handle this raft, and if need be throw it over-
board from the deck of a yacht or motor boat, a type of boat
for which it is particularly adopted. Experience has shown
that there is very little room to spare for the regular metallic
life raft on such small craft, and, further, there is no way of
launching such a raft when needed. As all life-saving ap-
pliances on motor boats are needed quickly in case of accident,
the value of the A. B. C. life raft is apparent. It is made in
three sizes, varying in length from 4 to 7 feet.

FIG. 3

Besides the ring-buoy and life raft just described the prod-
ucts of this company include the A. B. C. life preserver, which
has been on the market for a number of years. These are
made of Balsa wood, and are one-third smaller and lighter
than the ordinary cork belt, which makes them of particular
value to ships carrying a great number of persons. It is well
known that life preservers made of cork, tule or other material
absorb moisture and retain it, and there is therefore the con-
stant necessity of repairing and renewing the covers, due to
mildewing and rotting, principally from the inside. The life
preserver manufactured by this company, however, it is
claimed, does not absorb moisture on account of its water-
proof coating, and there is therefore no opportunity for de-
struction from the inside. By actual test the company states
that it has been proved that this life preserver will outlast
three or four times the ordinary cork belt and will retain its
buoyancy indefinitely.

One of the most important life-saving appliances manufac-
tured by this concern is the Welin quadrant davit, well known
for its ease of manipulation, reliability, adaptability for
launching boats under all conditions and for the saying of
deck space, both longitudinal and transverse, which they
permit. The company also manufactures a complete line of
standard lifeboats of both metal and wood, which involve
special improvements accepted and commended by the United
States Government inspectors. Another product of the firm
is also a type of non-sinkable and non-corrosive yacht and
motor boats, built of steel, bronze and Monel metal.

After June 1 the firm will be known as the Welin Marine
Equipment Company, and its president states that the company
will be pleased to give estimates without charge on up-to-date
boat and launch equipments, and also to assist in drawing the
designs if furnished with the necessary deck plans of the ship
under construction.

ee ee ea ae aaa eee

May, 1912

“‘ Jackmanized ”’ Steel

Joseph Jackman & Company, Ltd., of Persberg Steel Works,
Sheffield, manufactures a special steel for dredging work
called “Jackmanized” steel. After severe tests this has proved
to be eminently suited for dredger pins, bushes, tumbler
shafts, etc. This steel, it is claimed, can be forged to any
desired dimensions and still retain its hardening face. “Jack-
manized” steel is a substitute for case-hardened iron and steel,
and only requires to be heated and immersed in water or oil to
be intensely hard on the surface to a depth of % to 3/16 inch,
the center of the bars, or turned pins, remaining soft and
tough, thereby retaining almost their original strength before

hardening. The illustration clearly shows the comparative
quality of “Jackmanized” steel. It depicts two lower tumbler
shafts taken from a double ladder dredger. Both shafts were
put to work in December, 1902, and taken out November, 1903;
each when put in measured 9 inches diameter by 5 feet 3
inches long and weighed 10 cwt. The actual time at work
dredging is officially given as:

Mild steel, 2,255 hours (worn down 2 inches).

“Jackmanized” steel, 2,521 hours (worn down 13/16 inch).

Another feature which will be readily noticed is the appear-
ance of the two shafts, the former being very much reeded,
whereas the latter-is perfectly smooth and sound, although it
had worked 266 hours more than the ordinary steel shaft.

Taylor Seamless Forged Steel Boiler Nozzle
The American Spiral Pipe Works, of Chicago, Ill., manu-
factures a boiler nozzle which is forged from a single piece of
open-hearth steel without a weld. The proportions of this
nozzle can be seen from the illustration. A special process is
used for forging the nozzle from a single piece of steel by

— - os ns x

which the neck just under the flange is made heavier than the
remainder of the body, thus providing against the working
strains which are greatest at this point. The distance between
the flanges is sufficient to allow the insertion of bolts from the
under side, thus obviating the use of studs. The saddle flange
is of sufficient diameter to enable the use of power riveters for
attaching the nozzle. The nozzle may be heated and’ the

INTERNATIONAL MARINE ENGINEERING 209

saddle flange bent to the required circle with no separate part
to become loosened when heated. It is claimed that this type
of nozzle forms the safest and most reliable connection be-
tween the boiler and high-pressure piping.

The Allen Dense Air Ice Machine

The Allen dense air ice machine, manufactured by H. B,
Roelker, 41 Maiden Lane, New York, is so constructed that
it can be placed conveniently in the main engine room of a
steamship, where it can be attended to by the regular engineers
along with their usual work while the meat-room or re-
frigerated compartment is in a distant part of the vessel. The
machine utilizes only common air at reasonable pressures and
only machinery similar to usual steam engine machinery, there
being no auxiliary pumps or other machinery outside of the
ice machine. Instead of taking air from the atmosphere or
from a cold room and after refrigeration discharging it again
into the room, the Allen machine keeps a charge of air at
60 pounds gage pressure in the machine and the conveying
and refrigerating pipes, and uses this supply of air over and
over again, compressing it in the air compressor, then cooling

it in a copper coil surrounded by circulating water, expanding
it in the expanding engine to reduce the temperature and
pushing it when cold through the conveying pipes to the cold
room, where it also remains inside the pipes and does its re-
frigerating by radiation through the surfaces of the pipes, then
it passes back through the same cycle and repeats the per-
formance.

Power for the whole apparatus may be supplied by either
a steam cylinder or by an electric motor. The machine illus-
trated is a 3-ton machine, electrically driven. The various
parts of the machine, besides the power plant, consist of the
air compressor cylinder, which compresses the air to about
three times the entering pressure, and thus heats the air. The
compressed hot air then passes through a copper coil in a bath
of water, which cools the air to the temperature of the cooling
water. Next the air passes through a return air cooler, which
further cools the compressed air by means of the cold air
returning from the meat-house or refrigerated compartment.
After this the cooled compressed air is admitted to the ex-
pander cylinder till it fills one-third of the volume of the
cylinder. It is then shut off, and the piston, continuing its
passage to the end of the cylinder, expands the air to about the
pressure at which it entered the compressor. This expansion
cools the air about as much as the compression heated it,
therefore leaving the air at a temperature of practically 60
degrees F. below zero. This air is then discharged into a
well-insulated pipe, which conveys it to the compartment
which is to be refrigerated.

The only additional part in the condensed air ice machine
is the so-called primer pump, a simple small plunger pump,
which compresses the atmospheric air into the machine at

210

starting and makes up the losses caused during the running by
leakage from stuffing-boxes and pipe joints. There are two
traps, which remove refrigerating oil and water from the air
and keep it pure while passing through the pipes.

18=Inch Hydraulic Dredging Pump
The Kingsford Foundry & Machine Works, Oswego, N. Y.,
has recently constructed for the Chicago, Burlington & Quincy
Railroad an 18-inch hydraulic dredging pump, a view of which
The pump has a manganese steel liner 1

is shown herewith.

inch thick and a shell 2% inches thick. The total weight is
33,000 pounds and the total height 10 feet 5 inches. The small
pump shown in the photograph is a 5-inch side suction pump
connected by a silent chain to a 6-inch by 6-inch vertical

engine. The outfit is used for priming the large pump.

Steel in Dredger Building
In our Jast dredger number we called attention to the
increasing use of special steels in dredger construction,
notably the use of manganese steel. Herewith we show a cast
steel dredger tumbler and shaft with renewable corner pieces

of Allen’s manganese steel, manufactured by Edgar Allen &
Company, Ltd., Imperial Steel Works, Shefheld. This com-
pany also makes dredger pins of various sizes and designs of
the same material, and dredger buckets and links with Allen
manganese steel bushes.

A Valuable Accessory to the Blue Print Room

Sensitized blue print paper is very easily affected by atmos-
pheric conditions, so that the sooner it is used after coating
the better are the results. The C. F. Pease Company, Chi-
cago, Ill., has placed on the market a machine which coats
the paper at the rate of twenty-five or thirty 50-yard rolls per
day, enabling the operator to start the coating machine and
do his blue printing at the same time.

INTERNATIONAL MARINE ENGINEERING

May, 1912

This machine, called the “Simplex,’ occupies a space of
only 3 feet by 5% feet, and can be set up against the wall. The
apparatus is entirely self-contained, and is operated by a
14-horsepower variable speed motor, controlled by an electric
speed changing device, so that any speed can be instantly
secured, according to the quality and thickness of the paper
that is being coated. A roll of uncoated paper weighing I50
pounds is placed on the receiving spindle. The paper is then
carried under the rubber-covered coating roller up through the
drying oven, which may be heated either by gas, electricity or
steam, after which the sensitized paper is automatically wound

up in a tight roll and in any length desired. An automatic
measuring device is used, which is so arranged that just before
the desired length of paper is reached a bell is struck, notify-
ing the operator in time for him to cut off the paper and start
a new roll.

With this apparatus it is claimed that it is possible for the
operator, within twenty minutes after the machine is started,
to have a fresh roll of paper ready for printing, and every
fifteen or twenty minutes thereafter as long as the machine is
in operation. The maximum capacity is twenty-five to thirty
50-yard rolls of paper per day. The manufacturers claim that
the cost of drying by gas does not exceed 5 cents per hour,
while the cost of operating the '%4-horsepower motor is
nominal. The standard machine is of a width to coat paper
42 inches or narrower, but it is applicable for any desired
width; in fact, machines of this type have been built for
coating paper 66 inches wide, or for coating a 30-inch and
36-inch roll side by side.

Scriven’s Combined Horizontal Punch, Beam Bender
and Bulb Shearing Machine

Our January number contained a very complete description
of the combined punch, bending and shearing machine manu-
factured by Scriven & Company, of Leeds, for beam-shed
work in a shipyard. Herewith we reproduce a photograph of
the machine showing the details. The machine consists of a
twin horizontal punch at one end and a combined beam bend-
ing and bulb shearing device at the opposite end The twin

May, 1912

punch permits punching two different sized holes in the same
bar without changing the punch or without any extra handling
of the bar. The bulb shearing apparatus is designed to take
off the bulb from a beam for a length of 6 inches or shear out

INTERNATIONAL MARINE ENGINEERING

211

introduced alloy steels, the characteristics of which are great
toughness and durability. Such parts as pins, bushes and
bucket lips are made by Thomas Firth & Sons, Ltd., Norfolk
Works, Sheffield, of “Firth’s Norfolk’ manganese steel, which

a piece of the leg 6 inches at one cut. The beam-bending
device has a capacity of handling beams 15 inches deep. The
whole machine is of massive design, capable of doing the
maximum work continuously at a speed of thirty strokes per
minute at both ends.

‘“ oan

Patterson=Allen Forged Steel Valve

A special line of valves for superheat and other high-

pressure installations is manufactured by the Patterson-Allen
Engineering Company, New York. The construction of the
valves is shown in the illustrations. They are made entirely

from forged steel boiler plate with Monel seats, Monel disks
and nickel steel steams. They are said to be one-third lighter
than cast steel valves of equal capacity. The valves are all
forged in steel dies, which it is claimed absolutely guarantees
uniform thickness throughout, and they are required to stand
a hydrostatic test pressure of 1,500 pounds to the square inch.

Special Steel for Dredge Machinery
Experience has shown convincingly that for such parts of
dredging machinery as are subject to severe wear and tear
no other material gives such good results as the recently-

offers great resistance to wear, while being also characterized
by uniform hardness and toughness throughout, a combination
most essential in dredger work, since there is no fear of un-
expected or premature breakage of parts made from this

material. For tumblers and buckets this firm also makes a
special quality cast steel, while the links can be supplied either

cast or forged.

A Powerful Jack

The United States Government has recently purchased from
the Duff Manufacturing Company, of Pittsburg, Pa., a Duff-
Bethlehem hydraulic jack capable of lifting a load of 500 tons.
This jack, which is intended for use in the Washington navy
yard, is of the independent pump type, consisting of two dis-
tinctly separate parts, one containing the water reservoir with
its pump chambers and the other the ram or lifting mechan-
ism. Flexible copper tubing, capable of withstanding a pres-
sure of 10,000 pounds per square inch, connects the two parts.
This arrangement permits of the ram being placed in any
position where there is sufficient room for it to rest, while the
pumping mechanism can be placed at a sufficient distance to
allow the operator plenty of working room.

The pump is of the improved Duplex type, providing an ac-
cumulative stroke on the upward motion of the pump piston
and a working stroke on the downward movement. The pump
is so arranged that it is claimed a light load can be lifted five

212

times as fast as a heavy load. This differential speed is auto-
matically spring controlled, and requires no regulation of
valves by the operator. The high speed is used for loads up
to 35 percent of the capacity of the jack. In lifting loads

greater than 35 percent of the total capacity the spring-con-
trolled valve automatically opens at the predetermined pres-

sure per square inch, and the pump becomes single acting,
working on the down stroke only.

Another feature of this jack is the gage, which shows the
exact lifting pressure that is being exerted. This gage acts as
a scale, and registers in tons the weight that is being lifted.

North _ British Dredger Hose
A dredger hose of exceptional size, manufactured by the
North British Rubber Company, Ltd., at Gastle Mills, Edin-

This is used
for suction work in disposing of the spoil from dredging.

burgh, is shown in the accompanying illustration.

Mr. T. M. Cornsrooxs has been appointed chief engineer
of the Maryland Steel Company, Sparrows Point, Md.

Dr. RupotpH Dieser, D. E., D. Sce., director Verein
Deutscher Ingenieure and inventor of the Diesel engine, was
made honorary member of the American Society of Mechan-
ical Engineers April 30.

CuirrF ENGINEER A. G. EricKson, of the Metropolitan Line
steamship H. WM. Whitney, recently met with a rather painful
accident which caused him to lay off for one trip, but we are
pleased to find that he has completely recovered.

Mr. Joun Dickey CULBERTSON, second vice-president and
treasurer of the National Tube Company, died suddenly at
Pittsburg, Pa., on March 13.

INTERNATIONAL MARINE ENGINEERING

May, 1912

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation,

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID, C,

1,013,669. SUCTION DREDGER. FRED LOBNITZ, OF CROOK-
STON, SCOTLAND.

Claim 1.—In a suction dredger the combination, with a ladder having
a suction pipe or passage, of a rotating cutter carried by said ladder,

‘

means for operating the cutter, means for holding the cutter down to its
work, and means for allowing said holding means to slip when a certain
pressure is exerted thereon, Nine claims.

1,013,928. APPARATUS FOR LOADING VESSELS.
CLARK, OF NEW YORK, N. Y.

Claim 2.—In an apparatus, a cage, a plurality of movable members
carried thereby, means co-operating with the respective movable mem-
bers for tilting said movable members in oppositely inclined directions,
and means for controlling the vertical movement of the cage. Seven-
teen claims.

1,014,014. AUTOMOBILE TORPEDO AND METHOD OF AND
APPARATUS FOR ITS PROPULSION. HUDSON MAXIM, OF
HOPATCONG, N. J.

_ Claim 4.—The method of generating a motive fluid for torpedoes and
the like, which consists in subjecting a self-combustive fuel to an initial
pressure at the time of ignition, burning said fuel under pressure, and
controlling the rate of combustion by controlling the pressure under
which the burning takes place. Twenty claims.

JOHN T.

British patents compiled by G, E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-

‘bury, E. C., and 21 Southampton Building, W. C., London.

781. HEATING DEVICES FOR USE IN TORPEDOES AND THE
LIKE. SIR W. G. ARMSTRONG, WHITWORTH & COMPANY
AND W. H. SODEAU. Z

The air or other gaseous supporter of combustion, on entering a com-
bustion chamber, passes through one or more perforated deflector plates,

one of which is adapted to form, with the head of the combustion cham-
ber or a part carried by it, a conduit from which water or other vapor-
ized liquid is discharged on to the walls of the chamber.

29,896. VESSELS DRIVEN BY SCREW PROPELLERS. F. G.
PRATT, LONDON.

This invention has for its object the arrangement of power and trans-
mission gear so that a maximum of power can be got into a vessel of
minimum size whereby a material increase in speed and economy in run-
ning results. The propellers are arranged below the keel line, one
above the other in echelon. By this arrangement less shafting outside
the vessel is presented to the water than if the shafts were arranged in
the same horizontal plane. Furthermore, a better distribution of ma-
chinery weights is obtained. :

2,288. SECURING THE RUDDERS OF SHIPS WHEN DIS-
ABLED AT SEA. €. J. W. AGERSKOW. KINGSTON-UPON-
HULL, FROM S. FIELDWOOD, CALCUTTA.

At each side of the rudder quadrant two stop blocks are fixed, each
being situated so as to allow the necessary normal movement. Each
block has a buffer with cushioning spring for absorbing shock when the
quadrant comes in contact with it, and also on each block is mounted
a catch which projects toward the quadrant. When the rudder be-
comes uncontrollable from any cause, except breaking, the rudder,
swinging beyond the point to which it would move under control, causes
the quadrant to strike the buffer and the catch allows the side of the
quadrant to pass, but immediately after drops, engages and retains it.

MOA NSIS

ig ‘\ iy |

ot NLA

International Marine Engineering
JUNE, 1912

Twellth International Congress of Navigation

The Twelfth International Congress of Navigation was
opened Thursday morning, May 23, in the Metropolitan Opera
House, Philadelphia, -Pa., ty President Taft. Hon. J. Hamp-
ton Moore, president of the local org eanization commission of
the Congress, presided at the opening exercises, where ad-
dresses were delivered by President Taft, Governor Tener,
Mayor Blankenburg, Brig.-Gen. Bixby ard IPrront, Wo If, ale
Timonoff.

After the opening exercises the regular sessions of the Gon-
gress began on Thursday afternoon at the Bellevue-Stratford
Hotel. The work was divided into two sections—Inland
Navigation and Ocean Navigation—the meetings of both sec-
tions being carried on simultaneously.

The Twelfth Congress of Navigation was organized by the
International Association of Navigation Congresses, having
its permanent headquarters in Brussels, Belgium, and gov-
erned by a commission composed of CSNEGABES appointed by

by the sev Sal Sort OAS ‘hes support the association.
members of the Commission include, particularly in the great
continental countries of Europe, the highest authorities in
each country on questions connected with the planning, con-
struction and operation of works for the improvement of
inland and ocean navigation. The members from the countries
which originally formed the association have been, in general,
active participants in all the Congresses of Navigation since
1885, and the present permanent organization of the associa-
tion is due to them.

The object of the association is to promote the progress
of inland and ocean navigation by keeping its members in-
formed regarding the most recent experience in the construc-
tion of great public works for navigation and the technical
improvements in these works, and by discussion of plans
concerning all important questions bearing on technique or a
policy directly connected with such works. It accomplishes
this object by organizing navigation congresses; by publish-
ing papers, proceedings and various other documents, and
by acting as an international bureau of information through
which members may obtain the most recent information on
all subjects connected with navigation works. International
Congresses of Navigation have been held at various intervals
since 1885 in Belgium, Germany, Austria, England, France,
Holland, Italy and Russia. These congresses have been of
the utmost value in furthering the general progress of work
in the interest of navigation, and in studying the results of
experience in the constantly arising theoretical and practical
questions connected with waterway construction and with the
technical, industrial and. commercial development of inland
waterways and sea ports.

For discussion at the Twelfth International Congress of
Navigation three subjects were chosen for each of the two
sections. Individual papers on these subjects were prepared
by experts from nearly every maritime country in the world.

These papers are published in full in the proceedings of the
society, but before publication they were submitted to a re-
viewer or general reporter appointed for each question, whose
duty it was to present an analysis of all the papers trans-
mitted to him, giving his own views and personal opinion
regarding the subject and drawing up a conclusion to be voted
on at the Congress. These reviews are translated and printed
in three different languages, and are distributed to the mem-
bers of the Congress. In the following we give abstracts
of the reviews presented before the Congress by the general
reporters, together with abstracts of the summaries formu-
lated by the general reporters in analyzing the communica-
tions submitted on the various subjects selected for each ses-
sion of the Congress:

Ist Section: Inland Navigation

stion: Improvement of Rivers by Regulation and

ther than to Canalization
or the Construction
of a Lateral
Canal
“PORT BY HENRY C. NEWCOMER*
Ten paperssthav€ been submitted on this question, as follows:

No. 2, Herr Geheimer Oberbaurat Dr. Ing. Sympher, Wilhelmstrasse,
80 Berlin W. 66.

No. 3, Mr. E. Lauda, Diplomierter Ingenieur, Sektionschef im K. K.
Ministerium fur Offentliche Arbeiten in Wien.

No. 3 bis, Mr. Bohuslav Muller, Ingénieur en chef du Gouvernement
Imp. et Royal de Bohéme, attaché a la Commission pour la canalisation
de la Vitava et de Elbe en Bohéme, Prague.

No. 4, Major Wm. W. Harts, Corps of Engineers, U. S. Army, Cus-
tomhouse, Nashville, Tenn.

No. 5, Mr. Wm. B. Landreth, Civil Engineer, formerly Special Deputy
State Engineer, 20, Gillespie Street, Schenectady, N. Y

GBA ERAL

No. 6, Mr. Kauffmann, Chief Engineer of the Ponts et Chaussées,
rue Dugommier, 9, Nantes,
No. 8) Mr. Eugene de Kvassay, Ministerial Counsellor, Chief of the

Hungarian State Water Survey.

No. 9, Mr. Charles Valentini, Chief Engineer of the Genio Civile, at
Bologna.
No. 10, Mr. R. H. Gockinga, Chief Engineer of Waterstaat, at the

Hague, and Messrs. H. Baucke, E.
W. Van Panhuys,
and Zutphen.

No. 11, Mr. V. E. de Timonoff, Professor at the Imperial Institute of
Lines of Communication, Director of Statistics and Cartography of the
Lines of Communication, etc., 7 Perspective Ismailovsky, Saint-Peters-

Van Konynenburg and Jonkheer C.
Engineers of the Waterstaat at Nimegen, Maestricht

burg, and Mr. G. H. Kieiber, Engineer of Lines of Communication, in
charge of dredging, Stoliarny, 11, Saint-Petersburg.

This question opens up a very wide field for discussion. Its
full treatment would require a detailed account of all the

methods of river improvement as applied either singly or in
combination to streams of different characteristics, showing
the advantages and defects of each type, the limits of its ap-
plication, and the physical and commercial conditions that
determine the choice of methods under different circumstances
Such an elaborate investigation is obviously impracticable
within the brief limits of a report, and the reporter must
therefore confine himself to a very condensed statement upon
the general subject or direct his attention to a more detailed
examination of some features that may
to him.

be of special interest

* Lieut. Col., Corps of Engineers, U. S. A., Pittsburg, Pa.

214

It is quite apparent that no single method of improving the
navigability of rivers is generally accepted as having merit
superior to the others. While conditions in one country give
special prominence to one method, the situation in another
country leads to different results. In some cases increased
navigation facilities can be supplied in several ways, while in
others any adequate improvement is practically limited to one
form of procedure.

It is believed that more emphasis should be placed upon
the financial side of the problem. Usually the improvement
that it is physically possible to make varies through a wide
range, depending not only on the method employed, but also
on the amount that can be expended, and it 1s necessary to
determine the cost that is best proportioned to the commercial
benefits. As the waterway problem is essentially one of
transportation, it may even be advisable in some cases to
inquire whether the commercial needs may not be best satis-
fied by railroad construction. This consideration would, of
course, apply with greatest force in those instances where the
authorities or parties conducting the investigation are in a
position to provide whichever form of transportation is
deemed most desirable.

It may be of some interest to refer to the results of investi-
gations made a few years ago concerning the improvement of
the Ohio and Mississippi Rivers by dredging. The Ohio River
was examined with a view to its improvement by canalization
to secure depths of 6 or 9 feet, and also to determine whether
these depths could be maintained by dredging in the lower part
of the river, for a distance of about 190 miles, from Green
River to Cairo, where there is a slope of about 3.7 inches per
mile. The conclusion was reached that either 6 or 9 feet could
be maintained by dredging, and that the dredging would cost
about 38 percent less than canalization for a depth of 6 feet,
and about 60 percent more than canalization for a depth ci 9
feet. The improvement of the Ohio by storage reservoirs has
also received some consideration, and it has been ascertained
that the entire run-off at Pittsburg, if completely controlled,
could not give the desired depth of 9 feet, as the mean annual
discharge corresponds to a less depth than this.

It is well known that a depth of 9 feet has been maintained
by dredging in the Mississippi River below Cairo for a number
of years, with occasional slight exceptions. Above Cairo to St.
Louis the project provides for a depth ot 8 feet to be obtained
by dredging and regulation. The agitation for a deep water-
way from Lake Michigan to the Gulf of Mexico led to an
investigation of the practicability of securing a depth of 14
feet in the Mississippi River below St. Louis. All methods of
improvement were considered, and Mr. Landreth has given the
adverse conclusions reached with reference to the use of reser-
voirs. The Board of Engineers that conducted the investiga-
tion decided that dredging could maintain a depth of 14 feet
below Cairo and St. Louis. The estimated costs, however,
ran very high, being about $12,300 (£2,500) per mile per year
above Cairo and $3,100 (£630) per mile per year below Cairo.

The divergence of views expressed, especially on the subject
of dredging, makes it doubtful whether any conclusions can be
framed that will meet with general approval in all respects,
but the following propositions are submitted for the action of
the Congress:

t. Under the widely varying requirements of navigation, and
the very different physical conditions of slope, discharge and
nature of bed, no single method of improving the navigability
of a river has superior advantages in all cases, but each may
in turn be found most satisfactory under special conditions.

2. The choice of a method of improvement depends not only
on the capacity of the stream for improvement by the dif-
ferent methods, but also on the volume of commerce to be
benefited and the resulting cost of transportation, including

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

interest on the cost of improvement, maintenance charges and
the cost of carriage. ?

3. The slope, discharge and nature of bed and banks are the
main factors determining the limits and the cost of improve-
ment by the ordinary methods of regulation, dredging and
canalization, and the prospective tonnage is the main factor
determining the justifiable expenditure,

4. Regulation and dredging, either singly or in combination,
are apt to be more uncertain and limited in their results than
canalization, but they are usually preferable when the needs
of navigation can be satisfied by these means. Otherwise it
is generally advisable to employ canalization, using fixed or
movable dams, depending upon the limitations imposed by
flood conditions, and the requirements of navigation. —

5. Lateral canals are usually less desirable than canalization,
but may be required under some conditions.

6. Reservoir control of stream flow, sufficient to meet the
needs of navigation, is usually impracticable within reasonable
limits of cost, bnt in rare cases it may be used to advantage
to supplement other methods of improvement.

7. It is desirable that the following steps be taken with a
view to perfecting the methods employed for improving the
navigability of rivers:

(a) That scientifically organized special studies be under-
taken by sundry nations, on rivers with different regimens, in
order to observe the degree of navigability which it is possible
to attain by the application of various methods of improve-
ment and to determine the factors which govern the cost of the
corresponding works. ;

(b) That hydrotechnic laboratories intended for the study,
on small-scale models, of the life of rivers becomes of more
and more extended use, and that they be supplied with the
means necessary to experiment with the various processes for
improving the navigability of rivers and, in so far as possible,
in connection with the studies and works carried out on the
rivers themselves.

(c) That the resolution of the Sixth Congress of Inland
Navigation, voted at The Hague in 1904, be carried into
effect, this resoultion calling for taking up, in connection with
rivers having but one current, the study of a short, clear
formulary, which shall be sufficiently complete and include
the information necessary to define the characteristics of every
river studied, from the double point of view of its regimen
and its navigation.

(d) That the question of the improvement of the navigabil-
ity of rivers having but one current, completed by those of the
laboratory experiments and of the formulary, be kept on the
order of business of the next Congress of Navigation.

21 Question: Dimensions to be Assigned, in Any Given
Country, to Canals of Heavy Traffic—Principles of
Operating—Dimensions and Equipment
of the Locks
GENERAL REPORT BY ALFRED NOBLE*

Seven reports have been submitted on these subjects, pre-
senting the results of investigations and of experience in
several countries; arranged in their numerical order they are:

No. 13. In Germany, by Herr Geheimer Oberbaurat W. Germelmann.

No. 14. In Belgium, by Mr. P. Glaudot, Engineer of the Ponts et
Chaussées. :

No. 15. In the United States, by Col. H. F. Hodges, Corps of En-
gineers, U. S, A., Asst. Chief Engineer, Isthmian Canal Commission.

No. 16. In France, by Mr. J. Bourgougnon, Chief Engineer of the
Ponts et Chaussées.

No. 18. In Italy, by Mr. Edmond Sanjust di Teulada, Senior Inspector
of the Genio Civile.

No. 19. In Russia, by Mr. Nestor Pouzyrevsky, Engineer.

No. 20. In Sweden, by Col. Frederick VY. Hansen, Corps of the Ponts
et Chaussées, President of the Royal Administration of Hydraulic Mo-
tive Powers.

From the reports which have been briefly reviewed it ap-
pears that in Germany the cross-sections of canals have been

* Consulting Civil Engineer, New York,

JUNE, 1912

fixed mainly with reference to boats having carrying capacities
of 400 or 600 tons, these boats having the same cross-sections
and differing only in length; the tendency, however, is mani-
fest to provide for larger boats in certain cases, where connec-
tion is made with river traffic in which larger boats are used.
The least wet cross-section is from 4% to 6% times the im-
mersed section of the standard 600-ton boat, and will permit
such boats to pass each other anywhere; a clearance of 2%
feet or more is allowed between the keel of the boat and canal
bottom when the canals are built. In Belgium the canals in
the vicinity of the large industrial centers and their connec-
tions to tide water are being enlarged, or are to be enlarged,
to pass boats of 1,000 or 2,000 tons capacity; but farther into
the interior toward the French frontier, dimensions suitable
for 300-ton boats are to remain standard. The least wet cross-
section of the canals varies from 2.5 to 4.4 times the im-
mersed section of the largest boat. In France there are two
distinct types of canals; those of the first type, which are inter-
connected to a great extent, and embrace nearly all of the
canals for large traffic, conform to dimensions established as
long ago as 1879, and provide for boats having a carrying
capacity of 300 tons; canals of the second type are of much
larger dimensions, are adapted only for the larger valleys, and
only two have been built up to the present time. It may be
said, therefore, that the dimensions suitable for boats carrying
300 tens are adopted in France. The clearance under the
loaded boats is a little more than ro percent of the draft, and
the wet cross-section of the canals is about four times the wet
cross-sections of the typical 300-ton boat. In Italy, the dimen-
sions now favored are based on the use of boats of 600 tons.
In Sweden it is considered impracticable to fix standard
dimensions, since local traffic conditions must govern in many
cases. For the Trollhattan Canal the dimensions of the cross-
section were fixed with reference to a boat drawing 13.12 feet
with a clearance under the boat of ro percent of its draft, and
a wet section 4 to 4.5 times the wet section of the largest boat.
In Russia the canals appear to be subsidiary to the navigable
rivers, and their cross-sections depend on those of the largest
boats traversing the rivers, which are taken to be 361 feet
long, 52% feet in breadth and draft of 5.9 feet, and a carrying
capacity of 1,700 tons. The canal from the Don to the Volga
is to have a bottom width of 140 feet and a wet cross-section
area about four times the immersed section of the largest river
boats. No standard dimensions applicable throughout the
country exist in the United States. The only canals of large
traffic are short canals passing around rapids in important lines
of communication where the dimensions depend necessarily on
the character of the traffic, in which one or two items usually
predominate. Of the many small canals formerly operated
only one, the Erie Canal, with a traffic of about 2,000,000 tons
annually in boats of 250 tons capacity, carries even a moderate
traffic, and this is to be replaced by the so-called Barge Canal,
with boats of possibly 2,000 tons capacity, the most suitable
dimensions of boats being still undetermined; the ratio of
wet sections of the canal and boat and the clearance under the
boat are therefore yet to be ascertained. If traversed by the
largest boats the lock dimensions permit the ratio of wet
section of canal to immersed section of boat may be as small
as 2.5 to I.

Among the advantages of large dimensions for canals may
be mentioned :

(a) Lower cost of transporting goods. In order to make
this fully available suitable port facilities should be provided
for handling and storing freight, and suitable connections
made with other waterways and with railway lines.

(b) The aid given by cheaper transportation to the develop-
ment of trade which otherwise would not exist.

In order to make full use of these advantages it may be
necessary to establish low rates of tolls or to make the canal

INTERNATIONAL MARINE ENGINEERING

215

free from tolls. The burden thus imposed on the State may
be fully offset by the development of its resources and the
increased revenue resulting therefrom.

The topographical conditions may prohibit the adoption of
large dimensions, as noted by Mr. Bougougnon in regard to
canals similar to the Marseilles-Rhone Canal, a type which
he states is “only practicable from an engineering point of
view in France in a small number of large valleys with a slight
incline and with a large watershed.” ‘The dimensions of ex-
isting canals and the character of existing port facilities may
control in planning new work, as in the case of the Nord Canal
in France, where the conclusion appears to be accepted that the
dimensions of canal suitable for 300-ton boats are the best.
Where a new system is to be developed or old systems modified
large dimensions appear to be favored, as, for example, in the
adopted project in Italy in which the use of 600-ton barges is
provided for; the system now under construction in Germany,
providing for boats carrying 600 tons or more, or the New
York State Barge Canal, which was designed for navigation
by craft carrying 1,000 tons, and the enlargement of the princi-
pal Belgian canals to accommodate boats of 1,000 tons and
upwards. The local conditions at the Trollhattan Canal have
led to the adoption of dimensions suitable for craft carrying
1,350 tons, in Russia the use of canals to connect navigable
rivers has resulted in still larger dimensions suitable for large
tiver boats.

The term “principles of operating” has been interpreted in
different ways by the several authors; your general reporter
will allude, under this head, to ownership and operation, to the
levy of tolls, to haulage, whether by monopolies or otherwise,
to the development of ports, and to the organization of re-
sponsible transportation companies.

It appears to be agreed that waterways for large traffic must
be owned and operated by the State or under State control.
Tolls are not usually levied in sufficient amount to meet all
the costs of constructing and operating the canals. In France
they are free except in a few cases, and in, the United States
are absolutely free in all cases; in Sweden, however, it appears
from Col. Hansen’s paper that the tolls are expected to cover
all costs. Data are not given in regard to the other countries
reported on. Mechancial haulage is in use to some extent, both
as a State monopoly and under concessions, and is generally
believed necessary with heavy traffic. The furnishing of port
facilities by the State or by municipalities is regarded as
essential; the organization of large transportation companies
is advocated in Italy and, it may be added, is regarded as very
important in connection with the New York State Barge
Canal in order that goods may be way-billed through from
point of origin to destination when the waterway is only a link
in the chain of communication. Monopolies for towing,
operating under State control, are favored in the reports for
Belgium and Russia, and a monopoly service has been provided
by the municipality on the Teltow Canal in Germany.

In regard to the dimensions of locks, perhaps the most
noticeable recent development is more general provision for
locking two or more boats together; there is also a tendency
to greater lifts, 21.3 feet to 22.3 feet having been adopted. in
the Nord Canal, one of 40.5 feet in the New York State Barge
Canal and one or more in Germany of 65.62 feet.

The use of machinery for operating lock gates and sluices,
long in use for locks of large dimensions, is being extended to
smaller ones. Side ponds for saving water are in use in many
places. Safety devices are alluded to as in use at the St.
Mary’s Falls Canals; these may be considered as of two classes,
the first class consisting of means to avoid carrying away the
gates and the release of water from the higher level, the other
to means of closing the channel after such an accident. Both
of these classes are dealt with by Col. Hodges. Your general
reporter may be permitted to refer to what he considers a very

216

important item of canal equipment serving to reduce risks of
accidents to gates, where the traffic is carried on in large
ships, viz.: long approach or guide walls, provided with numer-
ous snubbing posts for the purpose of assisting the crew of a
ship in checking its speed and bringing it to a stop at a safe
distance from the lock.

At the St. Mary’s Falls Canals the approach piers above the
locks are the side walls of the canals, which are vertical or
nearly so, and extend about one mile; below the locks the piers
extend 1,500 feet or more, and upon completion of the new
canal now under construction this will be increased in the
United States canals to more than 2,000 feet.

Since the opening of the first canal to navigation in 1855 the
original State locks were operated 34 years, the Weitzel lock
has been operated 30 years, the Poe lock has been operated
15 years, the Canadian lock has-been operated 16 years; total,
Q5 years. ;

During this period the net registered tonnage has amounted
to upwards of 600,000,000 tons, with only one accident result-
ing in the release of water from the summit level. This re-
markable result is believed to be due mainly to the facilities
afforded by the long approach walls in bringing ships under
control.

Your general reporter has endeavored to summarize the
opinions expressed by the several authors in the following
conclusions :

(1) Standard dimensions applying to canals for heavy traffic,
permitting interchange of traffic without transhipment, are
desirable in any given country, and for adjacent countries
where traffic is international to a great extent.

(2) Assuming suitable ports and facilities for handling
freight in all cases as essential for economical transportation,
the most suitable dimensions for canals will still depend upon
many conditions, and particularly upon the general topography
of the country, the nature of the principal items of freight to
be transported, and the extent of inter-communication prac-
ticable. Such items as grain, ores and coal, loaded quickly
with machinery at a single point and unloaded with like de-
vices at another, favor the use of large boats, while smaller
ones may be better adapted for general merchandise.

(3) Where extensive and well co-ordinated canal systems
already exist it may be inadvisable to change, even if larger
dimensions would be better adapted to the traffic.

(4) These various conditions have led to the adoption for
canals in Germany and Italy of dimensions suitable for boats
carrying about 600 tons and to the retention in France of
dimensions suitable for boats carrying about 200 tons, except
in some special cases; in other countries still larger dimensions
have been adopted in part.

(5) It is not practicable, however, in every country, to
establish standard dimensions. The traffic in certain districts
may be so different in character and volume from that in other
districts as to require special accommodation. Where inter-
change of traffic is impracticable uniformity in canal dimen-
sions is of less importance.

(6) The question whether canals shall be free from tolls,
or what proportion of the general costs of furnishing and
maintaining the waterway shall be borne by the State is goy-
erned by the policy of the State.

(7) The organization of responsible transportation com-
panies for canals which form links in trade routes, under suit-
able control by the State, should be encouraged.

(8) Movement of boats by power is desirable in canals with
heavy traffic, and is necessary if the boats are large. Where
boats are towed in trains by tugs or from the tow-path by
electric tractors, the organization of monopolies for haulage,
operating under State control, would be advantageous.

(9) Increased traffic capacity of the locks of canal systems

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

can be obtained advantageously by adapting them for locking
two or more boats at one time.

(10) The dimensions to be given locks of short canals flank-
ing rapids in rivers will depend on the widely varying charac-
ter of the traffic, the water supply usually being ample. Where
the prevailing traffic is in barges of moderate size, moving in
large fleets, as on the Ohio River, it is desirable to have
dimensions sufficient to pass a considerable number of boats
at one lockage. Each case must be studied by itself and no
general rule can be laid down.

(11) For a heavy traffic the equipment of locks for opera-
tion by power is desirable. The equipment should be as simple
as compatible with effective and safe operation.

(12) In certain cases, as where the level above the lock is
connected with a large body of water, or where the unre-
stricted flow from the upper level would be disastrous to the
canal works or to adjacent property, means should be pro-
vided for quickly stopping the flow.

3d Question: Intermediate and Terminal Ports—Best Meth=
ods for Combining, Facilitating and Harmonizing
jthe Transfer of Freight between the
Waterway and the Railway
GENERAL REPORT BY EMORY R. JOHNSON,* Ph. D.

The third question docketed for consideration by the First
Section of the Twelfth International Navigation Congress is
“Tntermediate and Terminal Ports; Best Methods for Com-
bining, Facilitating and Harmonizing the Transfer of Freight
Between Waterways and Railways.”

The ports to be included under the term “Intermediate and
Terminal” are indicated by the following official definition
phrased by the executive committee of the Permanent Inter-
national Association of Navigation Congresses:

' “The ports to be considered should be inland ports situated
along the exclusively fluvial sections of rivers, along canals
for inland navigation and along lakes.

““Tntermediate’ ports may be established along these navig-
able highways if the traffic by water does not all end at the
ports, but passes in both directions, as is the case with the port
of Nancy.

““Terminal’ ports, on the contrary, are those which control
the whole or very much the larger part of the traffic and
prevent entirely, or very nearly so, any transportation by water
beyond these ports.

“Tn Belgium, the ‘terminal’ port of Louvain, at the end of
the canal from Louvain to the Rupel, may be mentioned, as
may also the port of Leopoldville in the Belgian Congo, at the
end of Stanley Pool, where the river navigation of the upper
Congo ends.

“The port of Mannheim on the Rhine may be considered,
however, as a terminal point, because of the enormous traffic
which exists there as compared with the ports of Rheinau and
Carlsruhe, which lie further up-stream. Frankfort is in like
manner the ‘terminal’ port of the Main.”

This definition of terminal ports excludes such harbors as
those of New Orleans and New York, which are the termini
of important inland waterways, but which are primarily ocean
ports. However, among the papers prepared by the reporters
upon the third question of the First Section are three relating
to the city of New York. The papers upon New York harbor
are of illustrative value, although they deal with ports ex-
cluded by the foregoing. definition. from. consideration.

The following contributors have prepared papers that have

been referred to the general reporter for review:

No. 22. Herr Stadtbaudirektor Eisenlohr, Strassburg, Germany.

No. 24. M. P. Mallet, Engineer of Arts and Manufactures, Member
of the Chamber of Commerce, Paris, France.

* Professor of Transportation and Commerce, University of Pennsyl-
vania, Philadelphia.

JUNE, 1912 INTERNATIONAL MARINE ENGINEERING 217
No. 27. Mr. M. Tsionglinsky, Engineer of Lines of Communication, docks, warehouses and other harbor facilities as may be
t. Petersburg, Russia. i : :

: Now 23. Mr Calvin Tomkins, Commissioner of Docks, New York, needed, and, generally, to regulate and develop the port.

Nb ve om. Iie 4. In countries that do not have a federal government the
No: 25.

Charles W. Staniford, Chief Engineer, Department of
Docks and Ferries, New York, N.
No. 26. Mr. S. Willet Hoag, Jr.,

of Docks and Ferries, New York.

Deputy Chief Engineer, Department

From these papers the general reporter reaches the follow-
ing conclusions :

1. The problem of combining, facilitating and harmonizing
the transfer of freight between waterways and railways is
partly administrative or governmental and partly technical or
mechanical. The methods to be followed in dealing with ques-
tions of administration must depend upon whether the rail-
roads are owned and operated by the government or by cor-
porations.

In countries having State railroads the connection and co-
ordination of railroads and waterways at ports can be readily
accomplished by the co-operation of local and State govern-
ments. The necessity for such co-operation is generally recog-
nized, and the requisite distribution between the municipality
and the State of financial and administrative burdens is ordi-
narily made without serious difficulty.

The co-ordination of private railroads with public waterways
being generally opposed by the railroad companies, must be,
and ought to be, secured by the effective regulation of rail-
road services by National, State and local governments. The
legislative and administrative requirements of the several
political authorities should so supplement each other as to
make a unified transportation system of the railroads and
waterways in each country.

2. Whether terminal and intermediate ports are developed
by private interests or by the municipalities, it is essential that
each port should be systematically organized for the accommo-
dation of the traffic and the industries to be served. In some
instances this has been brought about by public regulation of
ports owned and developed solely by private capital; but ex-
perience conclusively shows the need of supplementing public
regulation of privately-developed terminals with the municipal
ownership and operation of wharves, docks, warehouses and
other harbor facilities for the general use of the public. The
number and variety of wharves and other facilities that should
be maintained by the State or municipality at any particular
port will depend upon the local requirements of the port. Ex-
clusive private ownership of water terminals is indefensible.

3. The actual legislative and administrative measure to be
taken to co-ordinate railroads and waterways, to unify and
systematize port facilities and to provide an efficient harbor
administration must vary with different countries.

In the United States and countries having similar political
organization it is necessary

(a) That the Federal Government, which has authority over
inter-State commerce and carriers, should require railroad
companies engaged in inter-State commerce:

1. To make physical connections with the waterways.

2. To exchange traffic with the waterways.

3. To issue through bills of lading and quote through rates
over combined rail and water routes.

4. To secure to shippers the option of dispatching freight
by an all-rail or by a rail-and-water line, when a choice of
routes is possible.

(b) That the several State governments should take similar
action concerning intra-State commerce and railroads.

(c) That each State should create in connection with the
city government of each port a harbor department or board,
and should authorize the municipality, acting through this
department or board, to take such measures as may be neces-
sary to unify and systematize the physical layout of the water
terminal, to construct and operate such public quays, wharves,

State and local governments should co-operate (each country
according to methods that have been found by experience to
be wise and effective) to co-ordinate railroads and waterways
to systematize and develop the ports, and to insure their use
by the general public without unnecessary restriction or unfair
discrimination.

5. The physical layout of intermediate and terminal ports
and the mechanical appliances best adapted to the handling of
traffic must be determined for each port separately and in
accordance with its special requirements. Local, city and
State engineers must apply to the solution of local problems,
and adapt to local conditions the principles of port organiza-
tion and operation that have been found effective at other
ports and in other countries.

Ist Communication: The Application of Reinforced Con=
crete to Hydraulic Works

GENERAL REPORT BY JOHN STEPHEN SEWELL*
The communications on this subject are as follows:

No. 31. By M. Jacquinot, Chief Engineer of the Ponts et Chaussées,
Chaumont (Haute-Marne), France.

No. 32. By R. W. Vawdrey, A.M.I.CE., Portscatho, Parkhill Road,
Sidcup, England.

No. 33. By the Hungarian State Water Survey.

No. 34. M. Mederico Perilli, Chief Engineer ye the Genio Civile,
Ravenna, Italy.

No. 30. By “Rite, Richard L. Humphrey, President,
tion of Cement Users, United States of America.

No. 29. By Herr Regierungs and Baurat Schnapp, Berlin, Germany.

No. 35. By M. Alexander Nikolski, Chief Engineer of Lines of Com-
munication, St. Petersburg, Russia.

The objections that have been raised against the use of
reinforced concrete for the purpose under discussion relate to
the durability of the concrete itself, to its resistance to abrasion,
chemical action and freezing in contact with water, and to the
durability of the reinforcement under various conditions.

National Associa-

DuRABILITY OF CONCRETE

A few years ago difficulty was sometimes experienced in
securing a Portland cement that was sound and secure against
disintegration due to chemical changes within itself after
setting. This difficulty is now easily avoided, and if aggregates
are selected of durable and inert materials there can no longer
be any doubt that concrete is in itself a thoroughly durable
material, quite secure against disintegration due to action
originating within the mass itself.

RESISTANCE TO ABRASION

Concrete as a rule exhibits more chipping and chafing under
impact and abrasion than masonry of the harder stones. But
this damage is usually only superficial, and rarely threatens the
integrity or continued usefulness of the structure. In many
cases it is more resistant than any other form of masonry
available within practicable cost limits; the best of masonry
is liable to be dishgured under impact and chafing, and there
is very little of it in existence subject to these conditions that
does not show the wear and tear. In any case, the trouble can
be avoided at moderate expense, by means of strips of steel or
timbers applied in the proper manner. This objection to con-
crete is therefore not a valid one, for it can be removed by
simple and practicable methods.

RESISTANCE TO CHEMICAL ACTION
Under this head may be included atmospheric agencies, the
action of sea water, of sewage and of acidulated water. So far
as atmospheric agencies are concerned, there is too much

* Formerly Major, Corps of Engineers, U. S. A., Grant’s Quarry, Ala.

218

conerete which has successfully withstood them to leave any
room for discussion. It is merely a question of good materials
and workmanship, including proper mixtures to secure a dense
and impervious mass.

A great many concrete structures exposed to sea water have
suffered from extensive and rapid disintegration. It was at
first supposed that this was due to the action of the sea water
on some constituent of the cement, probably the free lime.
Some experiments and investigations have seemed to indicate
that the addition of trass or pozzuolana to the cement would
prevent this action by satisfying the free lime. But it also
appears probable that, as Mr. Humphrey states, a dense, strong
and impervious mixture allowed to harden before exposure
in place is in itself sufficiently resistant, whether the pre-
liminary disintegration has been due to freezing when satu-
rated with water or whether it is due entirely to chemical
action. The requisite density and strength can best be ob-
tained with a well balanced and rather wet mixture. The
conclusion seems justified that exposure to sea water is not
necessarily fatal to the use of concrete.

Navigation canals may carry domestic sewage, factory waste
and acidulated water from mines, since all of these ingredients
are to be found in the waters of streams from which canals
are fed. So far as navigation works are concerned, the
deleterious ingredients will generally be so diluted that their
action will be very slow, and probably the same precautions
that suffice in the case of sea water will serve the purpose here
also. Should cases arise where the deleterious ingredients
exist in greater proportion, it is probable that any kind of
masonry would suffer more or less by action upon the cement
in the joints, if in no other way; but there are many methods
of waterproofing masonry, any one of which ought to protect
the concrete from contact with acidulated water or sewage,
and therefore from damage. It appears, therefore, that even
the existence of these agencies need not be a fatal objection to
the use of concrete, for their activities can be prevented at
practicable cost; only in extreme cases would such protection
be required. in navigation works, and even then the protected
concrete may easily be the least expensive material available.

FREEZING IN Contact witH WATER

Resistance to damage from this cause seems to be merely
a question of density and strength. The same thing is true of
stone and bricks. That concrete can be made sufficiently im-
pervious and strong is demonstrated by many examples. Here,
again, a well balanced wet mixture, protected from washing
out of the cement during the hardening process, is all that is
required.

DuRABILITY OF REINFORCEMENT

It is no longer open to serious doubt that steel or 1ron
thoroughly embedded in Portland cement concrete will last
Wit ie 3S
exposed directly to the air, whether near the sea or not, it
will inevitably corrode and ultimately destroy the structure.
Careful design and good workmanship are all that are re-
The only danger
that threatens it thereafter is the danger of cracks, which will
destroy the integrity of the concrete and open up a way for
atmospheric moisture or water to gain direct access to the
Such cracks might be due to shrinkage in
setting, to expansion and contraction under changes of tem-
If the concrete is
mixed wet, and kept wet while setting, there is small danger
of shrinkage cracks. Cracks due to expansion and contrac-
tion after setting are brought about probably by a slight
slipping:of the mass on its bed during expansion, and by the
excess of frictional resistance over the tensile strength of the

indefinitely, as long as the covering remains intact.

quired to properly imbed it, in the first place.

reinforcement.

perature, or to deformation under stress.

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

concrete during the subsequent contraction. This trouble can
be overcome by proper reinforcement, but it would be well to
divide a long wall or other structure into sections, so that each
could act as a unit. Cracks due to deformation under stress
will occur only when the reinforcement is stressed so that the
strain exceeds the limit of extensibility of the concrete. This
can be avoided by proper design and workmanship. If work-
ing stresses are kept well within the limits allowable for mild
steel there is no danger of cracks in the concrete. It appears,
therefore, that it is entirely possible to maintain the integrity
of the concrete coating and therefore to prevent corrosion of
the reinforcement, and there is no valid objection in this score.

Mr. Humphrey refers to the corrosion of reinforcement ex-
posed near the sea. It is also a fact that if the concrete is
mixed with sea water, or with sand trom the sea beaches, or
if it has salt mixed with it, and it is subsequently exposed to
dampness, the reinforcement will corrode. It is of importance,
therefore, that the ingredients used in mixing concrete for
hydraulic works should contain no corrosive material in them-
selves if the concrete is to be reinforced.

The conclusion seems justified that all of the objections that
have been urged against the use of reinforced concrete as a
material suitable for use in connection with hydraulic works
are either imaginary or can be overcome by practicable
methods, and must have arisen at a time when the subject was
not so well understood as at present. That this conclusion
is justified is abundantly proven by the increasing and success-
ful use of the material in permanent structures everywhere,
as indicated by the papers herein reviewed.

The great advantage of reinforced concrete lies in the fact
that it is capable of withstanding stresses due to transverse
strains, tension and shearing. All the forms that could be
executed in steel or timber can be closely imitated in rein-
forced concrete, which is immune from corrosion and decay.
This makes it possible to adopt designs wherein the structure
acts by its structural resistance and not by dead weight, and
even the material to be retained and held back may be made,
by this means, to add to the stability of the work as a whole.
Dead weights on foundations are diminished, difficult excava-
tion is often avoided or lessened, and total costs often greatly
decreased, as compared with structures formed of masonry in
mass; in many cases reinforced concrete affords the only
practicable solution of a difficult problem, and in nearly all
cases it affords a variety of desirable solutions not practicable
in any other material.

The saving in thickness of inverts of locks and dams, of
retaining walls of all kinds, the use of caissons filled with dead
materials in lieu of solid masonry walls, the use of reinforced
concrete piles to anchor a light structure to the dead mass
below, and the many other useful devices and applications
either described or suggested in the papers on this subject, all
open up the possibility of practically limitless applications of
reinforced concrete to hydraulic structures so as to attain both
greater efficiency, and a diminished cost.

A study of the successful applications of reinforced concrete
submitted to the Congress by the various reporters appears
to justify the adoption of the following conclusions:

Reinforced concrete combines the structural qualties of steel
and timber with the durability of good masonry. It is subject
to no form of deterioration which cannot be avoided by reason-
able precautions. It is free from many of the limitations sur-
rounding the use of masonry in mass; because of the greater
latitude it affords in the design and execution of structures, it
often yields the best and most economical solution, and in some
cases the only practicable solution, of the most difficult prob-
lems. When properly designed and executed it is, therefore,
among the most valuable, if not the most valuable, material
now available for use in connection with hydraulic works of
all kinds.

JUNE, 1912

2d Communication: Report on the Works Undertaken
and the Measures Adopted or Proposed for the Im=
provement and Development of Lines of In=
land Navigation, as well as for the
Protection of the Banks of
Navigable Highways

GENERAL REPORT BY HENRY C. NEWCOMER*

Ten reports have been submitted on this subject as follows:

No. 37. Herr Regierungs and Baurat Bergius, in Oderberg’ (Mark.)

No. 38. Mr. E. J. Marote, Chief Engineer, Director of the Ponts et
Chaussées, Brussels, and Mr. Jules. Descans, Principal Engineer of the
Ponts et Chaussées, Antwerp.

No. 39. Major William D, Connor, Corps of Engineers, United States
Army, Member of the American Society of Civil Engineers.

No. 40. Mr. L. Dusuzeau, Chief Engineer of the Ponts et Chaus-
sées, Professor at the National School of the Ponts et Chaussées,
Compiegne (Oise).

No. 41. Mr. J. A. Saner, M. I. C. E., Chief Engineer of the Weaver
Navigation, Northwich.

No. 42. Mr. Antonio Castiglione, President, and Mr. Mario Beretta,
Secretary of the Committee for Inland Navigation, Milan.
HEN: 43. Mr. A. R. Van Loon, Engineer of the Waterstaat,

uc.

No, 44. Mr. EB.
St. Petersburg.

No. 44bis. Mr. Emile de Hoerschelmann, Councillor of State, Mem-
ber of the Council of Engineers at the Ministry of Lines of Communi-
cation, Tsarskoie-Selo (near St. Petersburg).

No. 45. Captain G. Malm, of the Royal Corps of, Bridges and Roads,
Chief Engineer of Works of Construction of the Royal Administration
of Hydraulic Motive Powers of Sweden, Stockholm.

Bois-le-

A. Wodarski, Engineer of Lines of Communication,

Two of the reports, Nos. 39 and 44, cover in a comprehen-
sive way the general waterway situation, while the rest have
been devoted mainly to certain features, to recent improve-
ments in design, plans for new work, or measures proposed
for the further development or improvement of navigation
facilities.

R. Bergius gives some recent improvements in canal con-
struction in Germany, including a flight of four locks and a
safety gate on the Berlin-Stettin waterway, a new arrange-
ment of inverted siphon culverts under the Datteln-Hamm
Canal, and several forms of canal bank protection.

FE. J. Marote and J. Descans describe the principal water-
ways of Belgium and the further improvements that are con-
templated. In each case, however, the main attention is de-
voted to the forms of bank protection in use.

The authors conclude that

‘1. In the canals where the navigation traffic is not intense,
where the draft of the boats is low and where the circulation
of screw-propelled boats is nil, the slopes are generally pro-
tected by plantation of osiers, or reeds or alders on the berms
placed several centimeters below the water level. As the traffic
develops the necessity of a more efficacious protection makes
itself felt, and recourse is had to simple or double puddling

When steam or motor traction is used, the erosions, due
to current or wash which the boats cause, soon occur in mobile
soils. This is generally remedied by the construction about
the center of the water level of a skirting supported on piles
and surmounted either by turfing or by protection in hard
materials either in masonry work or not. When the local cir-
cumstances allow of the lowering of the water during more or
less long periods, stonework in masonry or dry is preferred,
founded on a berm generally one meter below water and some-
times supported by a framework of piles and skirting.

“3. When the navigation of screw-propelled boats is great
and when the lowering of the water level is not admissible the
‘consolidation of the banks is obtained either by the ‘Villa’
system or by the driving down of a row of piles and of a sheet-
piling frontage surmounted by a covering of hard material
above the water level.

“4. At the Congress of Vienna the relation between the im-
mersed cross-section of a boat and the wetted cross-section
of a canal has been fixed at one-fourth, in the supposition that
the speeds of the boats would not be greater than 6 kilometers
per hour.

“5. The only means of protecting effectually the concave

* Lieut. Col., Corps of Engineers, U. S. A., Pittsburg, Pa.

INTERNATIONAL MARINE ENGINEERING

219

banks seems to consist in the covering of them with natural
or artificial stones in masonry or dry, supported on a simple
berm either on ‘stone pitching or on a framework consisting
of piles with skirting of sheet piling.

“6. In the interest of navigation and with a view to sup-
press stoppages to navigation, or at least to reduce their dura-
tion, the method of bank protection should be designed in such
a manner as to permit their maintenance without lowering
the water level either under cover of sheeting or easily re-
movable and fixed cofferdam.”

W. Db. Connor gives a general account of the inland water-
ways of the United States and of the types of works used in
their improvement.

L. Dusuzeau’s is devoted to a brief discussion of the meas-
ures adopted or proposed in France for the suppression of
general and periodical stoppages of traffic to make repairs,
and for the methodical organization of waterway transpor-
tation. The measures proposed are as follows:

A. “General stoppages must be abolished—at any rate on
much frequented navigable waterways.

“Such waterways should be made fit to undergo this new
regime, for which purpose the tollowing measures should be
taken:

Put the under-water masonry into perfect order.

Choose a type of slope protection such as can be in-
stalled and maintained by means of moyable dams of simple
construction and at low cost.

3. Adopt a design of rigid iron lock gates without any
woodwork about them, as wood continually requires repairs;
prefer a means of closing sluices and gates which does not
involve the use of delicate parts under water; such as the gate
with a vertical heel post, and especially the balanced lifting
gate.

“4. For weirs in canalized rivers, give up those with needles
which lie down on the floor and which floods and floating ice
damage every year, and have recourse to great balanced sluices
generally worked by steam or electricity, which can also, if the
need arise, be worked by hand. °

Make provision in the inverts and the lock heads for ap-
pliances to which cofferdams can be easily fitted so as to get
at some part or the whole of these works without lowering the
water in the reaches.

B. “1. The installation on navigable waterways
average traffic of over twenty barges a day, of haulage services
monopolized by the State itself or under contract from it, with
fixed charges, in connection with, and having similar rates to,
the various systems in each State and in the neighboring ones.

“2. The appointment of special establishments which would
form a link between the shippers, the consignees and the
boatmen.

“3. Unification, in neighboring States, of the general princi-
ples governing police conservancy regulations on navigable
waterways and the laws applicable to demurrage charges on
inland navigation.”

The report by Antonio Castiglione and Mario Beretta is
devoted to an explanation of the Bertolini law concerning
inland waterways in Italy, after stating the circumstances
leading up to its enactment. It is the outcome of an agitation
for improved navigation that has been in progress for about
ten years. The State has had control of navigable waterways,
but they were allowed to deteriorate, and many proposals were
calling for the restoration of old channels and the pro-
vision of new ones. The principles governing the apportion-
ment of necessary expenditures, as well as the determination
of a programme of procedure, were finally settled, after much
by the passage of the Bertolini law in January,

having an

made

discussion,
IQIO.
A. E. Wodarski attaches great value to dredging as a means

of improvement for Russian rivers; he also gives instances of

220

- successful regulation, and he considers this method essential
on some streams and canalization on others, especially in cases
where considerable increase in depth is sought.

3d Communication: Utilization of the Navigation of Large
but Shallow Rivers—Vessels and Motors

GENERAL REPORT BY LANSING H. BEACH*

Four papers have been presented on this subject as follows:

47. A comparison of the relative economies of a side wheel and a
propeller-in-tunnel towboat, by Herr Director R. Biumcke of Mann-
Hie Reasons for the decadence of traffic on the Mississippi River, by
C. McD. Townsend, Colonel, Corps of Engineers, U. S. Army.

49, The tunnel towboat as used on the Trent, by F. Rayner, General
Manager of the Trent Navigation Co., Nottingham.

51. Statement concerning motor boats on Russian rivers, by H. Mer-
ezyng, Professor at the Institute of Engineers of Lines of Communica-
tion, St. Petersburg.

In the report by Herr R. Blumke it is stated that owing to
the building facilities afforded by the Dutch ship-mortgage
banks, the Rhine has suffered from an over-supply of barges,
and it has become the earnest endeavor of German shipbuilders
to provide a light draft towboat which shall be powerful and
still relatively cheap. As the result of their studies in this
direction the Schiffs-Maschinenbau A. G., of Mannheim, pro-
duced the twin-screw tunnel steamer Gebr. Page X, this boat
being a development from numerous smaller tunnel steamers
built by the same company. In order to finally determine the
relative efficiency of the tunnel and side-wheel types of tow-
boats, comparative runs were made upon the upper Rhine with
the Gebr. Page X and the Bavaria, a side-wheel boat of about
the same power. The conclusion is drawn from these trials
that the tunnel boat is at least the economical equal of the side-
wheel steamer, and the further advantages of low first cost,
minimum width for use in narrow rivers and canals and re-
duced cost of maintenance are cited. The data includes the
relative costs of producing 1 pound of towrope pull at 7.8
miles per hour with the two types, and also the cost per ton-
mile of freight carried by these two types of boats. From these
results the foregoing conclusion is drawn.

The most important conclusions reached in Mr. Townsend’s
report are:

1. That the problem of the “Utilization of the Navigation of
Large but Shallow Rivers” differs in different countries and is
a function of the extent and efficiency of their railroad systems.

2. To obtain supremacy for river navigation it is necessary
to utilize the towboat and barge method rather than the
freight-carrying steamboat.

3. With this method and a 9-foot channel as great economies
of transportation may be obtained as on the Great Lakes, and
with a 6-foot channel greater than at present obtain on rail-
roads if equal terminal facilities are provided.

4. A revolution in the means of propulsion by the introduc-
tion of electricity or liquid fuel will not revive river com-
merce where the railroad can utilize the invention as cheaply
as the boat, although the motor boat for sttbsidiary lines will
reduce the cost per ton mile owing to the smal] crew required.

5. The utilization of the navigation of large but shallow
rivers is a factor of the density of traffic and of population.

The tunnel type of towboat, as used on the Trent, is de-
scribed by F. Rayner, and the author reaches the conclusion
that the hinged flap in a tunnel will yield an increase of speed
of 1 knot beyond that obtained by a boat of the same dimen-
sions and power when equipped with the usual type of tunnel.

Conditions on Russian rivers are reviewed by Prof. H.
Merezyng, and the statement is made that Russian designers
have been forced to the saving of weight by the adoption of
the internal-combustion engine. The construction of boats in
detachable sections is advocated in order to provide means of
reducing draft by the addition of one or more sections.

* Lt. Col., Corps of Engineers, U. S. Army.

INTERNATIONAL MARINE ENGINEERING

JUNE, I912

IId Section: Ocean Navigation

Ist Question: Means for Docking and Repairing Vessels
GENERAL REPORT BY MORDECAI T. ENDICOTT *

According to the reports upon the above question there are:
three things of especial importance dwelt upon therein, viz.:
First, the methods and details of, construction of docks for
taking up seagoing vessels, which contain many actual experi-
ences with valuable lessons for the information and guidance
of those who construct and use them. Second, the great value
to a port and its shipping of ample establishments for docking
and repairing vessels, and the failure to keep pace, in this
respect, with the constantly-increasing size of vessels, both for,
the merchant and naval marines. These papers contain a fore-
cast of vessels of an ultimate length of 1,300 feet and breadth
of 135 feet, and it does not seem unreasonable to look forward
to these dimensions, and to provide docking facilities which
shall be able to receive and repair them. ‘Third, the types of
dock suited to the docking and repairing of vessels. This last
is a question which has engaged the earnest attention of pre-
vious Congresses. In the present reports it is, without ex-
ception, treated more or less fully, and opinions differ consider-
ably. Two of the writers express opinions in favor of the
floating dock, under practically all circumstances; four regard
the graving dock as superior for nearly all docking work, and
three express no special preference for either. Substantially
all the writers refer to local conditions as affecting the prac-
ticability or advisability of establishing one or the other type,
and some have left the subject with the remark that the type
to be used must be determined by local conditions, without
giving an opinion as to which type, other things being equal, is
to be preferred.

There can be no doubt that the decision as to the type of
dock to be used in any locality must be made after a careful
consideration of the conditions existing there; there may be
some feature in the situation which would preclude the estab-
lishment or use of one or the other type; there may be condi-
tions affecting the cost to so great extent as to settle the matter
upon this basis alone, but there is in the minds of most engi-
neers and naval experts a definite opinion as to the value and
desirability of the two types where practicable to establish
them, and the writer is of the opinion that this is the decision,
if any, to which the Congress should give expression. Which
type, when practicable to be installed, best meets the demands
of commerce for the safe and economical docking and repairs
of seagoing vessels? It is believed that the Congress could
reach a decision upon this point, and it is such a decision as
would be of value to the world, and for which, perhaps, it has
some reason to look.

The preponderance of opinion, in the reports reviewed, is
in favor of the graving dock. A study of all these reports, both
pro and con, serves to confirm the opinion of the general re-
porter, formed after an observation and experience extending
over a long term of years, that graving docks supply in the
ereatest degree the conditions of safety, convenience and
economy for the docking and repairs of seagoing vessels.

2d Question: Dimensions to be Given to Maritime Canals—
Technical Point of View—Probable Dimensions
of the Sea=Going Vessels of the Future

GENERAL REPORT BY. C..E.-GRUNSKY,7 Dr. Eng.

There have been six papers submitted to the general re-
porter on the above question. These are as follows:

No. 63. By G. de Thierry, Baurat, Professor an der K6nigl. Tech-
nischen Hochschule Charlottenburg, Mitglied der Internationalen Tech-
nischen Commission des Suez Kanals, Berlin-Halensee, Germany.

No. 64. By H. Vander Vin, Ingénieur en chef Directeur des Ponts
et Chaussées, Antwerp, Belgium.

* Rear Admiral, U. S. N., Retired, Washington, D. C.
7 San Francisco, Cal.

JUNE, 1912

No. 65. By Dr. S. E. L. Corthell, Civil Engineer, New York, United

States. ui b
No. 67. By J. Foster King, Chief Surveyor to the British Corporation

for the Registry of Shipping, Glasgow, Great Britain.

No. 68. C. Leemans, Civil Engineer, Amsterdam, Holland. ,

No. 69. By E. I. Zamjatin, Naval Engineer, St. Petersburg, Russia.

This question is understood by the general reporter to relate
specifically to the minimum dimensions of the canals and to
the dimensions of the large seagoing vessels. The inter-
relation of the size of the largest seagoing vessels and of the
required dimensions of the canals is recognized in the question.

If it be admitted that the dimensions of the seagoing vessels
are to be determined solely by the needs of trade and com-
merce, by economy of operation, and by the demands of pas-
sengers for speed, comfort and luxuries, without regard to
harbor facilities and without regard to the possible useful-
ness of the vessels to their governments in case of war, then
it becomes comparatively easy to predict future growth. As
Dr. Corthell contends, the law would really be inexorable,and
no one could foresee a limit to the size of the largest vessel.

But, and perhaps fortunately, there are other considerations
to be taken into account, notably the general usefulness of
large vessels, which, according to their size and particularly
their draft, may be materially restricted by the dimensions of
maritime canals and the depth of the approaches to the prin-
cipal harbors of the world. Yo this point particular attention
is asked, and the Twelfth International Navigation Congress
may well consider whether or not it is desirable to point out
other means of restricting the rate of increase in the size of
vessels than only by the demands of the shipowners and the
ability of the shipbuilders to comply with these demands.

It appears from all of the papers which have been submitted
that there is no check yet apparent to the rate at which the
dimensions of the largest seagoing vessels are increasing. The
vessel of over 50,000 tons is being built, and those who should
know expect the vessel of 70,000 tons or more to put in her
appearance soon.

Would this be possible without government aid? Some of
the transatlantic steamship companies are so heavily subsidized
that their ships are practically in government ownership. On
the Pacific, too, the economic success of transportation in large
vessels is made possible by subsidies in one form or another.
Our own country, which does not subsidize, is out of the
running. It has no merchant marine to speak of. In other
words, the operation of large steamers without subsidy is not
profitable, at any rate not in competition with subsidized
vessels.

And yet, if commerce between nations had been developed
without government aid, and if the commerce on the high seas
nad been and were carried on only by vessels of moderate size,
there would have been a suitable adjustment to such condi-
tions, and there would be little if any less volume of business
between nations than is found to-day.

Perhaps, upon careful analysis, it may, even under estab-
lished conditions, be found preferable to operate ten steamers
of 10,0co tons each, rather than only two of 50,000 tons. From
the standpoint of the government of any maritime country it
would certainly be more desirable to have at its disposal when
needed ten ships of 10,000 tons than two of 50,000 tons.

Having given consideration to the views of the experts as
presented in these papers, the general reporter adds that no
evidence has been found by him and none is presented in the
papers which would indicate that for the present any other
consideration than the demands of commerce and the willing-
ness of the traveling public to pay for room, comfort and
luxuries, and the ability of the shipbuilders to build the ships
will set a limit to the size of the ocean liner. In other words,
if the deepening of the harbors and of harbor approaches is
continued without restriction the size of the largest ocean
liners will, under otherwise permanent conditions, continue
to increase.

INTERNATIONAL MARINE ENGINEERING

221

Without any restrictions upon the size of vessels they will
be built constantly larger as demanded by economy of opera-
tion and by the needs of commerce, and only those ports can
hope to be favored with the visits of the largest vessels which
find it worth while to afford suitable harbor facilities.

The growth of vessels, therefore, exerts a strong influence
upon the concentration of the export and import business at
certain points, such as New York harbor, where nature has
made possible the construction of the facilities demanded by
the shipowner who wants to operate the largest boats that can
with safety and without delay be taken into and out of the
best harbors on the two sides of the Atlantic.

It follows from this that it is to the interest of the port
which is less favored by natural conditions that some artificial
limit be set to the size of the ocean carriers, particularly in
the matter of draft, in order that harbor improvements may
be planned with reasonable certainty that they will be adequate.

There should be an international agreement entered into
that some depth of water at low tide is the standard to which
the important harbors of the world should be improved, and
there should be no government aid in the form of subsidy or
otherwise to vessels whose dimensions are such as to make
the entrance into a harbor of standard depth impossible.

It would be unwise, for example, for the United States to
construct or to encourage by subvention or otherwise the
construction of vessels too large to pass through the locks of
the Panama Canal.

The usefulness to the government in time of war of a vessel
depends upon its adaptability to the momentary requirements.
It should be large enough, and yet not of such colossal dimen-
sions that it cannot make port at some unforeseen new
destination.

By the construction of the Panama Canal, a stupendous
undertaking, the United States has practically set an upper
limit for the dimensions of vessels whose construction can be
encouraged by the Government. The canal and the lock
system on the canal have cost too much to be readily modified.
For the time being the usable lock length on this canal of
1,000 feet, the breadth of 110 feet and the depth of 41.5 feet on
the sills of the lock gates, equal to 40 feet in salt water, or to
12.2 meters, has fixed the maximum dimensions both of war
vessels and other vessels that are likely to be constructed by the
United States or by American owners under the stimulus of
Government aid.

But if the standard maximum dimensions for the largest
desirable seagoing vessels be thus set by the United States, or
by an international agreement participated in by the important
maritime nations, this will not set a limit to the further im-
provement of shipping. There is room for improvement even
when the limit of size has been reached. The internal com-
bustion engine, for example, is full of promise, and may, as
forecasted by Mr. Zamjatin, be of material aid in increasing
cargo capacity. The gain in cargo capacity resulting in the use
of internal-combustion engines would, moreover, be of particu-
lar value, because it is obtained without an increase in displace-
ment. So, too, in the matter of speed there need be no limit
set, unless for subsidized vessels it be a lower limit. If the
reduction of weight of machinery and of fuel in the motor
boat compared with the steamboat even approaches the figures
given by Mr. Zamjatin, there should be ample opportunity
for securing high speed without being compelled to give the
vessels abnormal dimensions.

It remains to be stated that the largest vessels on such
special routes as the one between New York and European
ports stand apart in a class by themselves, and their dimensions
need not be taken into account in forecasting the dimensions
of the vessels for whose use the great maritime canals such as
the Suez Canal and the Panama Canal and other canals of the
first rank are constructed.

The following conclusions appear to be justified and are
recommended for adoption by the Congress:

1. It is desirable that a limit be set to the draft of seagoing
vessels.

2. Government aid should not be extended to the building or -

operation of seagoing vessels whose draft exceed 32.2 feet.

3. There should be an international agreement fixing the
maximum dimensions of seagoing vessels built or operated
under Government subvention, and there are tentatively sug-
gested the following:

Length over all, goo feet.

Breadth, 105 feet.

Draft, 32.2 feet.

4. Any maritime canal which has locks with a usable length
of 1,000 feet, a width of 110 feet, and a depth of water on the
sill of 35 feet will fulfill every reasonable requirement of
commerce.

5. In a maritime canal a wet section five times as large as the
immersed portion of the largest ship which is to use the canal
is desirable, as also a depth of r meter under the keel; but
these values are functions of the speed at which the canal is
to be navigated, and therefore to some extent also of the
volume of commerce, and are to be determined by local con-
ditions.

3d Question: Mechanical Equipment of Ports
GENERAL REPORT BY JOHN A. BENSEL*

Seven reports on the Mechanical Equipment of Ports have
been submitted. Five of the reporters have confined them-
selves to the mechanical equipment for the loading and unload-
ing of vessels. Mr. Barling has gone briefly into the me-
chanical equipment for the operation of drydocks, wet docks
and tidal basins, and Messrs. Wouter, Cool and de Kanter
have briefly described floating docks for the repair of vessels
and a steam ferry for the transportation of railroad cars.

The mechanical equipment for loading and unloading vessels
may be divided into that used for general cargo or package
freight and that for bulk materials, such as grain, coal and ore.

MACHINERY FOR HANDLING GENERAL CARGO

In Europe ships are usually moored to quays or dock walls
having solid foundations on which are located sheds or ware-
houses with railroad tracks on both sides. Quay cranes have
been in use for nearly four centuries operated by man-power
and by steam, hydraulic and electric motors. There has been
an enormous increase in such cranes during the past ten years.
Many are owned by municipalities, which accounts for their
installations in places where they may not directly pay a direct
profit sufficient to cover the cost of interest and depreciation
and operation: Many of these cranes do not work more than
from 1,000 to 1,500 hours in a year.

Hydraulic cranes are still used in old installations, and in
England are preferred to electric cranes, but in most places
néw installations are electrically operated wherever current
can be obtained from a central power station.

The general type is that of a traveling gantry spanning one
or more railroad tracks, carrying on top of it a revolving jib
crane. One leg of the gantry runs on a rail on the edge of the
quay and the other on another rail on the ground or on the
root of the freight shed. These are called portal or semi-
Most of them are moved along the tracks by
hand power, but some of them are traversed by, power. Some
have fixed jibs and some have movable jibs, which decrease
the distance through which the load is transported, and which
obviate the necessity of removing shrouds, stays and other
rigging from the vessels. In some places the entire crane is
supported on the roof of the warehouse. The capacity of
these cranes is from 30 cwt. to 3 tons.

Various types of cranes with grabs, buckets, wall cranes,

* State Engineer, State of New York, Albany, N. Y.

portal cranes.

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

lowering cranes where no load is to be hoisted and the crane
hook is raised by a counterweight, wall cranes for loading cars
from the warehouse and warehouse elevators and hoists, are
also in use.

“Transporter” cranes of the traveling gantry type, with a
hinged arm extending over the vessl’s hatch while the load is
transported in a straight line at right angles to the vessel, sus-
pended from an overhead traveler, are also in use and are
more efficient under certain conditions.

Floating cranes, usually steam operated, are much used, and
they vary in capacity from 1% to 100 tons or more.

One or more heavy-duty cranes up to 150 tons capacity
are usually provided in each important port.

In the United States and Canada the mechanical equipment
for handling general cargo has not reached the development
that it has in Europe. Cranes or other devices provided by
the municipalities are almost unheard of, and in most places
the savings by machinery over the customary methods do not
pay for the interest, maintenance and operating cost. Many
of the wooden pile piers at which ships unload are not strong
enough to carry heavy cranes. General cargo is usually
handled by the ship’s winches. The quay cranes in use in
Europe are almost unknown. In this connection it should be
noted that in Europe the “wagons” or freight cars are usually
of the type known in America as “gondolas,” without any roof,
the merchandise being protected from the weather by covers of
waterproof canvas. In America general merchandise is usually
carried in “vans” or box-cars, which cannot be loaded directly
by means of a crane. Other reasons why the cranes used so
largely in Europe are not used in America are clearly set forth
in Mr. Hodgdon’s paper.

Hand trucks of a peculiar pattern are largely used to trans-
port the freight from the point of unloading to the cars or
storage space. In many places mechanical aids have been
devised to assist in handling these trucks, such as elevating
ramps and moving platforms.

Electric telpherage has been installed in some places. This
apparatus consists of an electrically-driven car carrying a
hoisting winch and the operator, suspended from wheels which
run ona single overhead track. ‘The goods are placed in skips,
crates or slings for transportation from the unloading point
to the point of deposit.. The tracks are arranged in circuits so
that the carriages do not go and return by the same route.

There are some installations of the “transporter-crane” type
for handling freight from cars to barges and lighters.

A feature of freight handling in New York is the car float,
by means of which eight to twenty-four railroad .cars are
brought alongside a wharf or vessel from the railroad terminal.

Floating cranes and derrick lighters having capacities from
20 to 100 tons are in use as in Europe, and there are some
stationary cranes having capacities up to 150 tons.

MACHINERY FOR HANDLING GRAIN

Grain is handled by special installations, and machinery and
the general principles do not vary very much in various parts
of the world. Floating elevators of the bucket and pneumatic
types are used for transferring grain from one vessel to an-
other, or from the vessel to the “silos,’ storage bins or other
places of deposit. Bucket elevator and conveyor or “trans-
porter” belts are in general use for moving the material about
on land. The operation is much simplified in America by the
system by which identical ownership is dispensed with. All
grain is graded as soon as received at the storage point, and
all grain of the same quality is stored in the same bins, certifi-
cates of deposit showing quantity and quality being issued to
the owner. ;

MACHINERY FOR HANDLING Coat

Coal-handling machinery may be divided into two classes—
that for ships’ bunker coal and that for cargo coal.

JUNE, 1912

In many ports in America as well as in Europe there are
barges of 600 or 700 tons capacity fitted with bins having
“hopper bottoms,” from which the coal falls by gravity onto a
conveyor, which carries it to a tower elevator and empties it
by means of a chute directly into the ship’s bunkers.

The machinery for handling cargo coal has its largest de-
velopment in America. Car tipples, which dump a car of 100,-
000 pounds capacity at one time, are not infrequent. Similar
machines are in use in Europe but are of less capacity.
Traveling or “transporter” cranes are used in many places.

MACHINERY FOR HANDLING ORE AND MINERALS

The handling of ore and minerals has reached an extreme
development on the Great Lakes of America, where by means
of specially designed ships enormous elevated storage bins
and huge grabs vessels carrying 10,000 tons can be unloaded
and loaded within a few hours.

SpreciAL MACHINERY FOR VARIOUS MATERIALS

Special installations have been described as follows: Tish,
bananas, cotton, garden produce, passengers’ luggage and
phosphates.

Ist Communication: High=Powered Dredgers and Means
of Removing Rock Under Water
GENERAL REPORT BY W. L. SAUNDERS*

The reports upon this subject, eight in number, are from
Mr. Michael Koch, of the Royal Hungarian Navigation Board
in Orsova, Hungary; Mr. Vidal, Ingenieur en Chef des Ponts
et Chaussées, Bordeaux, France; Mr. Ramon Hernandez,
Ingenieur du Corps Espagnol des Routes, Canaux et Ports,
Oviedo, Spain; Mr. N. K. Sundblad, engineer, chief assistant
to the works of the Trollhattan Canal, Trollhattan, Sweden;
Mr. Viovanni Fossataro, Ingegnere del Genio Civile, Venezia;
Mr. R. Blumcke, director of the Shipbuilding & Machine
Works Company, Ltd., Mannheim, Germany; Mr. Sidney B.
Williamson, chief engineer Pacific Division, Isthmian Canal,
Corozal, Canal Zone, Isthmus of Panama, and Messrs. A. de
Kanter and H. C. Wesseling, engineers on the Works of Rot-
terdam, Holland.

These papers describe exhaustively and thoroughly the sub-
ject of high-powered dredgers and the means of removing
rock under water; and the wide experience and ability of the
authors, which has attained for them their pre-eminence
amongst engineers, makes each report authoritative on the sub-
ject with which it deals.

During the last few years the design of dredging machines
has undergone a marked change. This change has been to-
wards increasing the output of the dredgers by the construc-
tion of dredgers of greater power and larger size. The ten-
dency of these improvements is well illustrated in that great
suction dredger built for use on the Mersey; this dreager
(aptly named the Leviathan) has a rated capacity to excavate
the enormous quantity of 10,000 cubic yards in 50 minutes.
Other examples of radical improvement in design and efficiency
are those dredgers built on the Frithling system, whéreby the
proportion of solids excavated has been so much increased in
hydraulic dredgers. The elevator dredger recently built in
Scotland for the Panama Canal, with buckets of 2 cubic yards
capacity each, and the large dipper dredgers in America with
buckets up to 15 cubic yards in capacity, are other examples of
this trend towards increased size and capacity.

It is found from the standpoint of an investment, where the
amount of material to be excavated justifies it, that the
lessened cost per cubic yard excavated, due to the decrease in
the cost of management, labor, fuel and maintenance, more

% President, Ingersoll-Rand Co., New York.

INTERNATIONAL MARINE ENGINEERING

223

than compensates for the great outlay necessary to construct
these larger machines.
been a great factor in the improvement of dredgers.
especially evident where manganese steel has replaced the
softer steels in bucket mouths, pin connections and other parts
exposed to great wear.

In the United States, until very the elevator
dredger has not been regarded with favor. It was generally
regarded by our engineers as a machine adapted to soft ma-
terial, and more costly to build and maintain than the suction,
dipper or grab dredger.

The performance of elevator dredgers on the Panama Canal,
which are rebuilt machines of the French régime, has gone
far to establish, through their economy of output, their many
advantages, as is evidenced by the purchase of a large machine
of this type in Scotland for use on the canal.

In Canada the elevator type had been in favor and use even
before the dipper dredger had been developed. It is now
being recognized that in hard material, such as hard-pan and
indurated clay, where the formation is not hard enough to
justify the use of explosives under water, the elevator type
is more efficient than the dipper type. This was demonstrated
on the St. Lawrence River in excavating a water-power canal
through indurated clay. In this instance dipper dredgers of
the most powerful design failed, and were replaced by an
elevator dredger which completed the excavation in a satisfac-
tory manner.

The dipper dredger, on the other hand, has its advantages
over the elevator type under many conditions, and under cer-
tain circumstances (as in the construction of canals) is com-
plementary to it.

The increasing use of cast steel has
This is

recently,

GENERAL CONCLUSIONS

The type or designs of dredger that may be employed is
governed by the surrounding conditions in which it works.

Generally considered, where the scene of operation is open
water and excavating light material, such as mud or sand,
suction dredgers with a drag suction, or elevator dredgers, may
be employed to the greatest advantage.

Where the situation is confined, as between and around
docks and in narrow channels, the grab or clam-shell and the
dipper dredger are better adapted for the purpose.

In classifying the types in accordance with their effective-
ness in the different classes of material, it would appear that
the Fruhling system has developed the greatest efficiency in
excavating mud and fine sand. This efficiency is due to the
design and action of the suction head, which, it is stated,
will under certain favorable conditions excavate a semi-fluid
mass of a consistency from 80 to 90 percent solid. It is stated
that the average cost, all charges included, over a full season’s
work, has reached the low point of nine-tenths of I cent per
cubic yard.

In the clays, suction dredgers fitted with revolving cutter
heads at the mouth of the suction pipe have proven most
effective.

In hard clays the elevator and dipper dredgers give the best
results.

The very hard indurated clays, shales, soft rock formations
and hard-pans, are excavated most economically by elevator
dredgers. This refers to dredging without previous blasting.

Rock that has been broken is most economically dredged
by the elevator type or the dipper type of dredger. Where the
rock is broken by breakers of the Lobnitz type, and where
the depth of each breaking is limited to 2 or 3 feet, the eleva-
tor dredger, owing to its ability to dredge closer to a given
grade, is more effective. Where rock is drilled and blasted,
the rock being broken in large pieces and the depth of the cut
or broken masses of rock more than 3 feet, the dipper dredger
will demonstrate superior economy. This does not apply to

excavations in depths of 35 feet or more, as the dipper

224 INTERNATIONAL MARINE ENGINEERING

dredgers, owing to their mechanical design, lose their effective-
ness beyond certain depths.

From a great amount of data available it would appear that
drilling and blasting by the American method is the most rapid
and economical means of preparing the harder rocks for
dredging where the depth of rock to be removed is greater
than 2 feet in depth. When the rock to be removed is less
than 2 feet in depth, the Lobnitz type of crusher attains greater
economy as a means of breaking rock, This depth of 2 feet
may be increased in thinly stratified rock or in rock that
shatters easily.

2d Communication: Report on the Most Recent Works Con=
structed at the More Important Seaports and Es=
pecially on those Relating to Breakwaters—
Applications of Reinforced Con=
crete—Means for Insuring
its Preservation

GENERAL REPORT BY EDWARD BURR ~*
Upon the second communication, second section, Ocean

Navigation, the reports before the Congress are ten in number,
V1Z.:

1. The General Government of Algeria.

2. H. M6nch, Geheimer Oberbaurat und Vortragender Rat im Reichs-
Marine-Amt, Berlin.

3. C. Bech, Engineer
Chief Engineer to the Harbour
Monberg, Civil Engineer and Undertaker, Copenhagen. H.
MOller, Chief Engineer to the Harbour Trust of Copenhagen.

4. J. F. Hasskarl, Director, Department of Wharves, Docks and Fer-
ries, Philadelphia, Pa.

5. J. Voisin, Ingénieur en Chef des Ponts et Chaussées,

in the Royal Danish Waterworks Department,
Trust of HelsingGr (Elsinore). N. &
G

3oulogne-
sur-Mer.

6. A. E. Carey, Member
Fellow of the Royal Geographical,
London.

of the Institution of Civil Engineers, and
Chemical and Geological Societies,

7. I. Inglese, Inspector-General of the Corps of Civil Engineers,
Genoa. L. Luiggi, Inspector-General of the Corps of Civil Engineers
and Professor of Hydraulic and Maritime Construction at the Poly-
technic School, Rome.

8. V. de Blocq van Kuffeler, Engineer
Netherlands.

9. Albert Lundberg and Wollmar Fellenius, Sweden.

10. A. Hermann, Ingenieur en Chef des Ponts et Chaussées Directeur
Général de la Compagnie des Ports de Tunis, Sousse et Sfax.

of the Waterstaat, Hoorn,

The subject matter of the communication naturally has led
to reports dealing with harbor works that involve (a) general
types of construction; (b) the application of reinforced con-
crete to such works, and (c) the preservation of reinforced

-concrete in harbor works, with references also to the dura-
bility of plain or non-reinforced concrete.

JeTTIES AND SEA WALLS

The fourth question before the Tenth Congress at Milan in
1905 had for its subject “Conditions Affecting the Force of
Waves and the Construction of Breakwaters to Resist Them,”
reports thereon before the Congress by
engineers representing five nations. Since the subject has
been discussed by the Congress at such a relatively recent
date, the reports now submitted may practically be considered
as in continuation of the earlier reports, excepting as they
are modified by the application of reinforced concrete methods
or other recent developments in construction. Your general
reporter is in full accord with the action of the Milan Con-
gress, as well as with the conclusions of earlier Congresses,
that the selection of a type or system of construction depends
The
to the Milan Congress in

BREAKWATERS,

and eight were

upon a large number of very variable local conditions.
conclusions of the general reporter
respect to conditions affecting the force of waves will provide
the safest guide to the engineer in his studies for new works,
and they were adopted by that Congress. In so far as those
conclusions relate to the design of new works, they read that

“In projects for new works in the open sea, the engineer will
find most valuable information by examining existing works,
by taking into comparative consideration the regimen of the

* Lieutenant Colonel, Corps of Engineers, United States Army.

JUNE, 1912

swell outside, the shape of the shores and the lay of the bed
of the sea in the approaches to the port, and every other con-
dition which may give him useful elements on which to work,”
and the present writer recommends adhesion to these views
without attempt to modify them even though in some details
they might be extended and elaborated.

Tue APPLICATION OF REINFORCED CONCRETE TO HArBoR WorkKS

Of the various applications of reinforced concrete to har-
bor works, the type that is most distinctively peculiar to such
works, in contradistinction to structures built for other pur-
poses, are the reinforced concrete caissons or cellular blocks
now utilized to permit of massive or monolithic construction
of breakwater walls and of retaining or other walls -for
interior harbor works and to avoid the placing of green con-
crete under water. These methods have largely superseded
for such works the steel caissons with manifest advantages,
and form in effect permanent sectional cofferdams within
which operations can proceed in the dry, with more economical
mixtures than are permissible in subaqueous concrete or in
block work, and even in some instances with a filling only of
sand, stone or other ballast without mortar. For wharves and
landing piers and similar purposes the application of rein-
forced concrete continues to progress rapidly, as it is also for
bank protection.

If any conclusion can be formally stated upon this subject
the general reporter would recommend as follows:

Experience to the present time demonstrates that the engi-
neer has in reinforced concrete a valuable device suitable for
application to a wide and increasing variety of structures, and
it merely rests with him to develop it further and apply it
properly. Many heretofore undeveloped or obscure points in
theory and in practice have been cleared up, but others remain
for further study, and in this direction, as well as in the im-
provement of the details of design, lie the most important
fields for future investigation.

THE PRESERVATION OF REINFORCED CONCRETE IN HARBOR
Works

There still remains much doubt in the minds of engineers ~
as to the reliability and permanence of reinforced concrete
immersed in sea water or exposed to its effects. This doubt
arises primarily from uncertainty regarding the effect of sea
water upon the Portland cement or other binder employed in
the mortar of the concrete, since if the concrete is properly
proportioned and put into place, and if it continues sound and
intact, little remains to‘ be done for the preservation of the
steel. The problem, therefore, in its essential features, re-
solves itself into the employment of a cement or mortar un-
affected by sea water and its utilization in such a manner as
will prevent access of sea water to the interior of the
concrete and to the steel, with such additional precautions
as experience may show to be efficacious. This short state-
ment of the case is simple in terms, but its solution rests upon
the determination of the most suitable cement and mortar
to produce permanent results when used in concrete placed in
sea water, which question has for years been before engi-
neers for srolketsoxa, and now has increased importance through
the advent of reinforced concrete. In one respect, however,
the problem is less difficult than would otherwise be the case,
since it is only in rare instances that reinforced concrete can-
not be seasoned before being exposed to sea water, and
methods for its preservation can be employed under these
circumstances that are not available for subaqueous work,
with its attendant difficulties and possible defects.

The writer is of the opinion that in good, sound concrete,
plain or reinforced, the engineer has a most valuable device
adaptable to meet many conditions in maritime works; that if
designed with good judgment and applied with discretion it

JUNE, 1912

will permit of the execution of works that might otherwise be
financially or physically impracticable and will ordinarily
permit of economy in permanent works; that it is reasonably
permanent in sea water if applied with all the precautions that
experience to the present time has suggested, and that further
experience may provide additional means for increasing its
reliability; but that no precaution should be omitted in its
application. He would not, however, be considered as adyo-
cating the use of concrete under any and all conditions, and
recognizes that in some situations other materials, alone or
combined with concrete, give better or more economical or
more permanent results.

It is evident from the reports before the Congress, and
more especially from the current literature upon this subject,
that experience with reinforced concrete in sea water has
not, to the present time, covered a period sufficiently long to
permit of laying down conclusions in detail as to the best
methods to be followed for its preservation. With longer
experience such conclusions might be so formulated as to
meet the approval of the Congress, and some of them might
be put forward at this time. It would seem, however, to be
wise merely to refer to the experience heretofore gained in
the matter of such details, as contained in the reports before
the Congress or as found elsewhere, and to defer action by the
Congress on such matters until conclusions thereon may be
supported by such further experience as will enable the Con-
gress to adopt them with greater assurance as to their suf-
ficiency.

Only the following general conclusions are therefore sub-
mitted for the action of the Congress:

1. Further experience tends to confirm the conclusion of the
Congress of 1908 that the earlier results of the application of
reinforced concrete to hydraulic and maritime works are
encouraging, and to indicate that reinforced concrete may be
expected to be reasonably permanent in sea water if the pre-
cautions necessary to secure that end are intelligently and
unremittingly exercised in accordance with the best experience
in such works.

2. In view of the comparative novelty of this type of con-
struction, its increasingly wide application, and the rapidly
growing experience in its use, this subject should again be
made a question for consideration at the next Congress.

3d Communication: Review of Reports on Bridges and
Ferry Bridges, Tunnels under Waterways Used
for Ocean Navigation
GENERAL REPORT BY WILLIAM H. BURR*

While these reports disclose a fairly uniform judgment as
to certain main features of the broad questions under discus-
sion, they further show that the choice between the various
proposed methods of crossing an ocean navigation waterway
by land traffic must frequently, and perhaps generally, be de-
termined on its own merits by the consideration of local con-
ditions in connection with careful estimates of cost of con-
struction (including land), maintenance and operation.

The main practice, both in the United States and in Europe,
up to the present time has been in the direction of ferries and
bridges, although within the past five years resort to tunnels
has been made chiefly, but not wholly, at New York. Bridges
of one form or another have been almost entirely used in
Germany, France and England at points where dense ocean
navigation exists, but the unsatisfactory character of such
means of crossing intensely used maritime channels is be-
coming pressingly evident.

It would seem that the tunnels already constructed at New
York, Hamburg and other points are but the beginning of

5, oS Engineer, Professor at Columbia University, New York
No We

INTERNATIONAL MARINE ENGINEERING

225

further and wide choice of the tunnel plan where ocean-going
traffic is materially increasing in density.

Movable bridges, such as the various types of swing bridges
and bascule bridges, are available for the crossing of mari-
time channels where the navigation traffic and the land
trafic are not concurrently dense or of large volume. lf
the navigation traffic is of such volume and importance that
it can suffer but little interference, the method of crossing it
by movable bridges is feasible, provided the land traffic is
relatively light, so that the movable bridges may either be
frequently opened or remain open a considerable part of the
time. On the other hand, if the maritime traffic is light and
the land traffic is heavy, the use of movable bridges means
that the channel shall not be opened frequently nor during any
considerable part of the time. Essentially the same observya-
tions may be made in connection with the transporter or ferry
bridges, although a dense land traffic cannot be so conveniently
or efficiently handled by them as with swing or bascule bridges.
On the other hand, they are less obstructive to the movement
of maritime traffic, and they afford the most direct and con-
venient communication between the the channel
without elevation of grade and with least occupation of shore
space. - It has been aptly said in one of the reports that the
ferry bridge occupies an intermediate position between ferries
and high permanent bridges.

Permanent bridges are permissible only where the vessels
engaged in maritime traffic have parts not too high to pass
under such structures. While, therefore, such bridges afford-
ing not more than 50 feet clear headway may pass considerable
volumes of water traffic they must be and are usually limited
to coastwise or inland traffic, such as along the large rivers
of the United States and some of the smaller rivers of Europe.

Investigation of the utility of high permanent bridges in
the reports indicates that there may be serious competition in
some localities between tunnels under channels for maritime
traffic and permanent bridges with clear head room enough
for the highest masts of ships now found, reaching in some
cases nearly 220 feet. The long ramp approaches of both
tunnels and high permanent bridges constitute serious features
of their construction and operation. It appears that a tunnel
placed at sufficient depth to accommodate either present or
future navigation traffic provided with lifts instead of ramp
approaches is more economical than a high permanent bridge
with the approaches required for relatively low ground on both
sides of the channel. If the tunnel must be provided with
ramp approaches, as for railway traffic, the choice between the
high permanent bridge and the tunnel will depend upon local
conditions, which must be carefully considered in making a
comparison as to all the elements of the problem, including
costs of construction, real estate, costs of operation, mainte-
nance, etc. In general it may be stated that high permanent
bridges possess clear advantages over tunnels only when the
maritime channel lies along an enclosed valley with rapidly

shores of

rising ground on either side so as to reduce the costs of the
bridge approaches and the further cost of elevating the traffic
on one side and carrying it down to the low ground on the
other; or when the depth of water in the channel is so great
that the depression of the tunnel grade prohibits tunnel con-
struction.

The reporters do not appear to have considered the ad-
vantage of using lifts or elevators at either extremity of high
permanent bridges, which obviously is similar to the advantage
of the same device at the extremities of a tunnel, except that,
approximately speaking, the depression of a tunnel will gen-
erally be not more than one-half of the elevation necessitated
by a high permanent bridge.

The advantages of ferries, including both ferryboats for
passengers and vehicle traffic and car floats for the transporta-
tion of trains of freight cars across wide channels for ocean

226

navigation, have been conclusively established at New York,
where enormous yolumes of land traffic are transported in this
way across such channels. Similar transportation by large,
self-propelled car floats is satisfactorily maintained on the
Great Lakes and across Detroit River in the United States.
In the face of the situation, however, tunnels have recently
been built under the wide channels of the Detroit River and
of the East and North Rivers at New York, but thus far for
passenger traffic only at the latter point. It is doubtful
whether freight traffic will be accommodated under the East
and North Rivers in this manner in the immediate future,
although it is not improbable that tunnels for the passage of
freight may be constructed in the near future.

The following conclusions may be drawn from the results
of the investigations set forth in these reports:

1. Where maritime channels carry ocean navigation of large
amount or of such great density as is now found in a few of
the largest ports of the United States and Europe, méans of
crossing them must be employed which will not obstruct such
navigation to any sensible extent.

2. In maritime channels where ocean navigation is of con-
siderable volume or density, but not so dense as in the greatest
ports of Europe and America, the plans for crossing those
channels must be such as will give preference of right of way
to the ocean navigation, 7. e., the service to the land traffic
must be subordinated to the requirements of the ocean naviga-
tion.

3. Plans for the ‘crossing of maritime channels which in-
considerable obstruction to navigation can only be
recommended where the ocean navigation is light or of small
amount’ concurrently with a heavy land traffic of correspond-
ing importance.

4. Channels for ocean navigation wider than about 2,0co
feet offer advantageous conditions for the use of ferries, in-
cluding ferryboats for passenger and vehicle traffic and car

volve

floats, either self-propelled or propelled by tugs.

5. Channels about 2,0co feet or more in width will prefer-
ably be crossed by tunnels when the ocean navigation becomes
so dense as to be seriously inconvenienced or obstructed by the
passage of ferryboats, or when the volume or rapidity of
service required by passengers and vehicle traffic, or freight
traffic, is demanded beyond that which can be furnished by
ferry.

6. Movable bridges may be employed for the crossing of
channels for ocean navigation when the width does not exceed
about 500 feet, and if the ocean navigation is not dense enough
to prevent the closing of such bridges sufficiently to accommo-
date the land traffic.

7. Transporter bridges may be used advantageously up to
any length of Span permissible for a stiffened suspension
bridge even when the channel carries a comparatively dense
ocean traffic, if the land traffic is not of too great volume.

8. Tunnels may be used advantageously for heavy land
traffic under channels carrying ocean navigation so dense as to
preclude the use of movable spans and where high permanent
bridges are not permissible on the score of economy or for
other reasons, or where transporter bridges are not permissible
for carrying railway or other traffic.

g. The use of lifts or elevators for passengers and vehicle
trafic in connection with tunnels and high permanent bridges
is recommended. f

10. High permanent bridges are recommended where the
maritime channel is flanked by rapidly rising ground, so as to
eliminate costly approaches,.or where great depth of water
precludes a tunnel.

11. The selection of a suitable plan for crossing a maritime
channel, so located and conditioned as to make the controlling
elements not so well defined as in the cases covered by the
preceding recommendations, must be made after a careful

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

examination of all the circumstances affecting the problem,
including complete comparative estimates of cost covering
construction, land, maintenance, operation, etc.

4th Communication: Safety of Navigation—Lighted Buoys
GENERAL REPORT BY G. R. PUTNAM*

Six papers have been presented, one on the general subject
of safety of navigation and the others on lighted buoys and
other aids to navigation; several of the latter papers are in
effect descriptions of the lighthouse services and systems of the
respective countries.

The report of Mr. G. de Joly, chief engineer of Central
Service of Lighthouses and Beacons of France, deals with the
illumination of the coasts of that country by gas-lighted buoys
and by light-vesels. Buoys lighted by electricity or by mineral
oil have not been used, but oil-gas buoys have been extensively
employed. In order to increase the luminous intensity all of
the oil-lighted buoys have upright incandescent mantles. This
form of mantle, made of artificial silk, has been found prefer-
able in the French service.

Some coal-gas buoys have been used recently. Tests have
been made with Blau gas, but the difference in efficiency does
not warrant the French service in abandoning their present
oil-gas plants. Acetylene gas has not been adopted for buoys
in France, but it is used for some beacons, with mantles to
give an incandescent light. The life of the mantles has been
found very much less than with oil-gas.

A report of the lighted buoys of the Prussian coast is fur-
nished by Herr Regierungsbaumeister Braun, of Berlin. For
these buoys oil-gas, and more recently Blau gas, have been
used, the latter being preferred. A few buoys have been
lighted electrically or with petroleum. Experiments are being
made on the treble mirror, which has the property of reflect-
ing back a beam of light falling on it. Several of these mirrors
mounted on a buoy cause it to be visible at a distance of
several sea miles by ships carrying searchlights. Suspended
gas mantles are preferred. If occasion requires, the lighted
buoys are fitted with fog signals, either bell or whistle. There
has been in use for over a year a lighted buoy having a sub-
marine bell worked by gas pressure from the buoy, and an
unwatched lightship is now being fitted with a similar sub-
marine signal. Extensive tests are being made of the moor-
ing chain for buoys. A description is given of the manufac-
ture of oil-gas and Blau gas.

The paper of Mr. D. A. Stevenson, of Edinburgh, engineer
to the Commissioners of Northern Lighthouses, Scotland,
states that the lighted buoy is the greatest aid to navigation
produced during recent years. Some waterways, as, for in-
stance, the Clyde, are now lighted like a street at night. Some
history is given of the development of gas buoys, and mention
is made of all different types of gas buoys, including the
various kinds of acetylene buoys. Reference is also made to
unmanned vessels having gas lights. Mention is made of the
various types of flashing mechanism in connection with gas
buoys, and the writer states that an automatic acetylene fog
gun has lately been introduced in which the consumption of
gas does not exceed that of an ordinary gas-lighted buoy, and
the flash from the gun may also be used as the light for the
buoy or beacon.

Mr. van Braam van Vloten, engineer to the Lighting Service
of Holland, furnishes a paper on the lighting of that coast. A
general description is given of the organization of the service
of lighting and buoying the coasts of Holland.

In 1906 a plan was approved for the improvement of the
lighting of the Dutch coast, which had previously been mainly
by fixed or flash lights, using petroleum wick lamps. Four of
the most important coast lights have been reconstructed with

* Commissioner of Lighthouses, Washington.

JUNE, 1912

electric flash lights, and eight other lighthouses have been fitted
with incandescent oil vapor lights. The illumination on several
of the lightships has also been improved. :

It is proposed to improve the 130 fixed and secondary lights
by the introduction of either rich or Blau gas, and giving them
suitable characteristics. A clockwork for lighting and ex-
tinguishing the flame has been fitted to some lights. A de-
scription is given of the new depot for lighthouse work.

There are 95 lighted buoys on the Dutch coast, all on the
Pintsch system, and many of them are fitted with incandescent
mantles.

Observations have been made of the visibility of lights.
They prove the fallacy of the frequently repeated statement
that the old petroleum lights penetrate through the fog better
than the electric flash light.

A paper on the automatic lighting of lighthouses, lightships
and light buoys in Sweden is presented by Mr. Gronvall, chief
engineer in the Lighthouse Service of Sweden.

On account of the intricate coast the Swedish Lighthouse
Department has endeavored to develop a system for automatic
lighting at stations where fog signals, or a very strong light,
are not needed. Pintsch buoys and calcium carbide buoys have
been tried. Difficulties which were found were obviated by the
use of the French invention of dissolved acetylene gas, the
first trial in a buoy being in 1904. An apparatus for giving
intermittent lights was invented by Engineer Dalén. The
advantage of this arrangement is the light characteristic and
the saving in gas. Ordinarily about one-tenth of the gas is
consumed that would be required for a continuous light.
Engineer Dalén has also invented a sun valve, which auto-
matically opens and closes the gas supply in the evening and
morning, and saves about 30 percent of the gas. Details are
given as to gas consumption and the capacity of the gas ac-
cumulators for different classes of aids to navigation. The
lanterns have been improved by an arrangement of the bars,
so that very little light is lost.

The paper by Col. John Millis, United States Engineers, on
the safety of navigation on the Great American Lakes, gives
an analysis of accidents in connection with navigation on the
Great Lakes of North America during the past ten years, and
deduces therefrom suggestions toward greater safety of nayi-
gation.

The following information not covered by the papers pre-
sented is added by the reporter:

A clock mechanism has been introduced in the English
Lighthouse Service for the purpose of turning on and cutting
off the supply of gas for buoys and unattended beacons and
light-vessels. This clock has been in use on buoys for over
a year with satisfactory results.

The United States Lighthouse Service maintains at present
287 lighted buoys, the larger part being Pintsch gas buoys,
and the remainder three different types of acetylene gas buoys.
The great extent of the coasts to be guarded by this service
makes it desirable to use different systems according to local
conditions. The gas buoy has been found a very valuable aid
to navigation, as it may be placed in locations where it would
be difficult to maintain either light-vesels or lighthouses. In
comparison with these the original expense of installation and
the expense of maintenance is small, so that for a given ex-
penditure more valuable results can often be obtained with
lighted buoys.

Fifty-five of the gas buoys are provided also with sound
signals, either in the form of whistles or bells. Test is now
being made of a lighted buoy having a submarine bell at-
tachment. In this buoy the movement due to the waves im-
parts a vertical motion to a fin and operates to store power in
a spring, which, when automatically released, causes the bell
to be struck. Preliminary reports from this submarine bell
buoy are favorable.

INTERNATIONAL MARINE ENGINEERING 22

Subaqueous Rock Excavation

While in Europe the use of the rock breaker in subaqueous
work has been attended with some success, in the United
States it has been found to give better results if a drill boat
with five or six drills operating at the same time are used to
drill holes for blasting. In the former case the rock for a
shallow depth is broken into small pieces which can easily be
handled by an elevator dredge of moderate power. Where the
depth of the rock to be excavated is great it is found better to
go over an area with a rock dipper two or three times, cleaning
up after each time with a dredge. In the latter case the holes
are drilled 5 feet below the grade no matter what the depth is,
and the blasting is done so as to break up the material into
pieces which can be lifted by the teeth of a large dipper dredge
bucket. It may readily be seen that pieces which could not
possibly be brought up with an elevator dredge can be handled
easily with the dipper. The result of using the drill boat and
the large dipper dredge in connection with each other is that
each machine goes once over the area and entirely completes
its work as it goes along. There is therefore less time lost
in moving, and the work, of course, is done more economically.

On some large dipper dredges in use in the United States
for subaqueous rock excavation the bail pull, or pull of the
dipper by the hoisting rope, is as high as 200,000 pounds, and
this pull is often concentrated on one dipper tooth, so that the
pull, which can be exerted on any particular rock, is enormous.
With an expert runner and cranesman on a large dipper
dredge it is possible to feel around on the bottom with a dipper
and determine how the large pieces lie and how they can
best be attacked. This is something which is absolutely im-
possible with an elevator dredge.

On the large dipper dredge the large stones which are
picked up come in contact only with the dipper and the dipper
teeth. A spare dipper is always kept on hand and the teeth
can be quickly renewed. On the elevator, on the contrary,
every piece of rock which is brought up by a bucket is apt to
come in contact with the lower tumbler, the sides of the ladder
well, the sides of the hopper and the bottom of the hopper
and chutes.

The elevator dredge operates entirely on mooring lines,
which leave the vessel near the waterline, while the point of
contact of the buckets with the material being excavated is far
below the waterline. This makes it extremely difficult either
to force the machine into the material until the machine is
stalled or to regulate the strain which is thrown on the
machine in getting out any particular piece.

The dipper dredge is not moored by lines but is “pinned
up” by means of heavy timber legs called “spuds.” In the
most modern dipper dredges the dredge is pinned up by means
of an independent engine, operating each forward spud so that
the two spuds may be operated independently of each other.
These spud engines are powerful enough to throw a large part
of the weight of the forward part of the dredge on the spuds,
thereby giving a solid platform and preventing the dredge
from kicking back or swinging on account of the resistance
offered by the material being due.

Most of the dipper dredges used in subaqueous rock ex-
cavation have a dipper with a capacity of 6 cubic yards,
although there are some of 10 cubic yards capacity, and one
working along the coast of New England with a dipper which
has a capacity of 15 cubic yards. This latter dredge is de-
signed so as to work very efficiently to a depth of 55 feet
below the water surface. This allows the dredge to dig several
feet below grade at extreme high tide and produce a channel
with a depth to grade of 4o feet.

The large dipper dredge for subaqueous rock excavation has
entirely passed the experimental stage, and is now invariably
used in the United States for this work.

228

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

Mechanical Equipment of Sea Port and Inland Waterway
Terminals

IW Vel,

A terminal for waterborne freight does not consist of a
pier or quay only, to or from the edge of which the ship’s
winch can transfer freight. To satisfy the modern require-
ments of freight transference there must be co-ordinated
with the piers, sheds correctly designed for high tiering, car
track space and dray areas, each with their respective shedded
platforms and thé warehouses for long storage. These should
be so located, with respect to each other, that the work at each
may proceed without interference from the others, and not, as
is often the custom, so arranged that there should be huddled
together upon the dray floor the trucks, drays, cars, held-over
freight, both outbound and inbound, and, besides this, all the
moving operations.

A terminal properly equipped for handling miscellaneous
cargoes should have mechanical facilities for the rapid and

McL.

HARDING *

land drays. The lighter is the economical means of harbor
transport. It is not practicable for a large steamship to call
at different piers to receive or discharge portions of miscel-
laneous cargo. This is largely the lighterage service.

The cargo from a foreign or coastwise steamship may be
for a dozen or more different water or rail connections about
a port. This cargo consists of cases, boxes, barrels, bales or
crates, and the same draft from the hatch often contains dif-
ferent marks, which must be separated and inspected before
each can be routed for its destination. It is therefore neces-
sary with such freight that it pass upon or over the pier. Pro-
vision should therefore be made in the design of a pier. of
the jutting or projecting type, for the berthing of a number
of lighters at the same time and the corresponding mechanical
equipment.

PRESENT APPEARANCE OF RIVER LEVEE

economical transference between all the elements of a terminal
and between all the freight carriers at such a terminal,
whether ocean liners, coastwise ships, harbor lighters, river
barges, freight cars or drays. Between all of the above ele-
ments there are the movements of freight from one carrier
to the other, both loading and discharging. All such move-
ments should be studied by engineers from actual observation
before any type of mechanical equipment should be recom-
mended.

As this paper is intended to be of general application it
should be kept in mind that there are many exceptions to the
general principles. As stated, the following are some of the
most important freight movements, all of which should be
performed by machinery, and provision for any one of which
should never be neglected.

One of these is the transhipments between different steam-
ships, as ocean liners and coastwise ships, canal or river boats.
These ships are generally located at different piers or remote
quays, and the transference is chiefly effected by means of
lighters, which are the water drays, but having a carrying
capacity of 400 to 600 tons, instead of the 2 to 4 tons of the

* Consulting mechanical engineer, 17 Battery Place, New York.

At the port of New York these lighters are from 80 to 100
or more feet in length, and require one or two men. When
loaded they are generally towed by tugs about the port. The
average rate for these harbor tugs is about $10 (£2 Is. 8d.) an
hour. This may be for a lighter load of 600 tons. The rate
of a two-horse dray averages $1.00 (4s. 2d.) per hour for 2
tons.

One approved method of berthing is for the steamship to
be upon one side of the pier and for the lighters to be on the
other, and also fore and aft of the ship, if there be any space
there. While much of the outgoing package freight can be
loaded over the ship’s side yet not more than Io percent of the
inbound freight is thus transferred. Portions of the cargo
may be for warehouses located at other terminals, and this
transport also should be by lighters. In some instances as
many as forty lighters are congregated about a single pier, and
sometimes in three parallel lines.

From the cursory description of lighterage the Fees for
providing machinery for the movements between steamships
and lighters is self-evident. Very wide piers with two rows
of sheds, with cars or sheds between, seriously interfere with
lighterage. This has been proved by experience and it is well

JUNE, 1912

known to every terminal agent. It is desirable to keep the pier
floor as clear as possible for the irispection, routing and the
temporary holding of the freight.

Inbound freight often should be taken to the bulkhead shed,
even to the second story, when it is to be held only a short
time over the free storage period, and it is not desired to haye
incurred the warehouse charges. This is often granted as
an accommodation to large shippers and consignees. On ac-
count of the great expense of handling, or rather rehandling,
freight is frequently suffered to remain upon the pier floor,
though in the way, and sometimes it is necessary to move it
several times. This generally happens when the stevedore is
selecting freight of different kinds for proper stowage.

The next important transference is between the vessels and
cars, or rather the car platforms, as in the United States the
box-car is almost exclusively used for package freight.

When the hand-truck was used in freight handling on or
about the piers, to reduce the hand-trucking distance it was
deemed advisable that the cars should pass upon the piers.
There was this great disadvantage in this that the cars occu-
pied valuable and expensive pier floor space which should have
been reserved for freight storage. It also prevented direct

RIVER LEVEE IMPROVED.

INTERNATIONAL MARINE ENGINEERING 229

tention but also the movements between any portion of the
pier floor and these platforms, as it often happens that cars:
for certain cities are not available, and the freight, though
eventually for the cars, must be held upon the piers.

The third movement is between the vessels and the dray
areas and platforms. In many cases, especially with outbound
freight, the drays may pass upon the piers, and arrangements
should be made for this, but so much of the pier floor would
have to be reserved for this purpose it is better wherever pos-
sible to avoid it, as being able to unload upon platforms in-
stead of upon the floor is advisable.

The dray area should therefore be placed to the rear of the
car tracks. By means of a correctly designed system of
mechanical transferring, this freight also can be handled
economically and expeditiously. The advantage is especially
marked in connection with the local inbound freight, which
can be routed at once to these dray area platforms.

The outbound freight, instead of being dropped, as is the
custom, often 10 feet from the top of a drayload to the pier
floor, or to minimize the breakage directed to strike the dray
wheel in its descent, is unloaded upon flatboards placed upon
the platforms, or may be taken from the dray to the vessel

SSN
WAQAKAES

HINGED LOOPS EXTENDING OUT OVER THE BARGES,

TRANSFER TRACTORS WITH HOISTS RAISING THE LOAD

movements across the piers. Upon many of the piers at the
port of New York such car tracks, though formerly laid, have
now been removed.

Another disadvantage of having the cars upon these pro-
jecting piers is the dividing of the pier into sections by de-
pressing the tracks so as to have the pier floor and the car
floor upon the same level. This means that the cars must
either themselves constitute bridges or else movable lifting
bridges must be provided, which are unwieldy and cumber-
some, and must be removed during car shifting. Where there
are two or more lines of tracks the condition is worse

lf the car tracks and the pier floor are upon the same level,
freight must be lifted about 4 feet when placed in the car or
upon a movable platform in front of the car door.

It is preferable to run the tracks at right angles to the pier
length but close to the head of the pier upon the shore, the
same as is the custom where there is a continuous quay wall
similar to the track arrangement at many European ports.
Between each parallel line of tracks there should be a plat-
form which here can be made level with the car floor without

_ detriment. The freight movement between the vessel and
the thus located car platforms should not only receive at-

or to the space upon the pier floor near the hatch. If placed
upon flatboards upon the platforms the flatboards with their
loads are carried to the vessel.

The freight-holding capacity of a pier can be doubled if
drays are kept off the pier floor. The inbound freight can Le
taken from the vessel from the ship’s fall or from the side of
the pier to the inbound platform in the dray area by one moye-
ment without interference or rehandling.

From these platforms the freight can be taken by the drays
for local destinations without interfering with the ship’s
loading or discharging. The freight, however, can only be
economically transported by the installation of long-distance
hoisting and conveying machinery.

The warehouse constitutes an essential element at all ter-
minals. Inbound freight must be moved from the pier after
being held a limited time, the rule often being after forty-
eight or seventy-two hours. This time limit is necessary to
prevent congestion on the piers or on the quays. In the move-
ment between the pier or the vessel and the warehouse it
should be possible to transfer the freight even to the second or
third story of the warehouse.

There are therefore at seaboard terminals six. principal

220 INTERNATIONAL MARINE ENGINEERING

freight movements and the corresponding reverse movements.
A careful study of all the present methods of freight handling
indicates most conclusively that any system to be successful,
and to. avoid expensive rehandling, must be a combination of
hoisting and conveying. It often happens that the lifting is
equally important with the conveying. This hoisting is neces-
sary that the machinery may be able to elevate the loads so

JUNE, 1912

this capacity little or no floor space is occupied in the con-
veying, there would be eliminated floor interference or con-
gestion.

Any machinery should be able to fulfill economically and
with rapidity all of the above described freight movements
between the vessel, the lighter, a remote portion of the pier
or bulkhead, the car or dray platform and the warehouse.

THE TRANSFER TRACTOR AND THREE TRAILER HOISTS.
CONSIGNMENT

A SEPARATE

that they can pass over intervening obstructions and serve
different levels, and also avoid the reserving of valuable floor
. Space for traveling.

Harbor improvements are exceedingly expensive, and to
build more piers or quays which would be used for surface
conveying hardly seems like economy, especially as the con-

OVERHEAD TRANSFERRING AND HOISTING MACHINERY

veying by the later types of machinery can be overhead and
without interference, practically continuous,

To secure anywhere near the capacity of a pier there should
also be high tiering. Five feet is the usual average height
of tiering by hand. If this average can be increased to 15
feet, the holding capacity of a pier is tripled; and if to secure

EACH HOIST RAISES

These movements should be approximately in circuits or loops,

regardless of surface obstructions, the loads being conveyed

without interference with each other.

The conveying and hoisting machinery in its operation
should not be compelled to, wait for the loading or unloading
of flatboards, nets or other carriers. That which contains the
load should be independent of the tractor unit, just as a loco-
motive is independent of the freight cars.

Not only must the same machinery hoist and convey but it
should be able to distribute and assort. To accomplish tiiis
the consignments should be kept separated according to the
marks when being hoisted and conveyed.

Where desired the ship’s winches can hoist the loads from
the hold, and place them upon the vessel’s deck or upon the
side of the pier, the rest of the transferring being by means of
the overhead carrier. The overhead hoisting and transferring
mechanism can, however, perform all the movements.

That method of hoisting and conveying which seems to be
of the most universal application is what is known as trans-
ference, and consists of overhead tracks or runways, some of
which are fixed and some movable.

Suspended from these tracks is the conveying mechanism.
This consists of trains composed of a transfer tractor or
electric conveyor, which draws after it a number of transfer
trailers. From each of these trailers is suspended an electric
hoist. One man in a cab controls the conveying and hoisting.

Of the movable tracks, some are in the form of loops, and
other tracks are attached to traveling cranes, and are con-
nected with the side tracks by gliding switches. By these
tracks every cubical foot of space’can be served, either the
hatches and decks of the vessels or the pier floor, the car or
dray-area platforms or even the warehouses.

The loads, kept separate as to consignments, can be hoisted
from any place on the terminal and conveyed to any other

JUNE, 1912

place by one transferring moyement, loads foilowing one an-
other continuously. All of the above movements are affected
without rehandling by manual labor.

The above may be said to be the latest advance in terminal
cargo transference. Long-distance transferring machinery,
independent of levels, greatly simplifies the design of port
terminals. By avoiding rehandling there is less breakage,
greater rapidity of transference and less expense. Even re-
handling costs at least 15 to 20 cents (7¥%d. to tod.) per ton
for labor only. By confining the movements to the overhead
there is not the congestion or interference which may be ob-
served to be the usual condition at large terminals. The loads
can be placed upon car or dray-area platforms a thousand or
more feet from the pier as easily as pon the opposite side of

DETAILS OF TRAILER AND TRUCK

the pier. It costs little more to transfer by such machinery
1,000 feet than it does 500 feet, and no more to tier than to
place upon the floor.

By being able to transport the freight without a material
increase in cost to areas or warehouses at the rear of the piers,
or even to places removed from the waterfront where land is
economically available, means a great increase in the capacity
of a terminal, and far less expenditures for the port de-
velopment. This one feature of increased capacity would re-
imburse by many times any expenditure made for the me-
chanical installations. Besides the economies secured sub-
stituting such machinery for manual labor, there is also greater
rapidity in loading and discharging.

The machinery which has formerly been employed for
handling general cargo in addition to the ship’s winches con-
sisted chiefly in some form of the traveling gantry crane. The
development of these cranes has been in the direction of
obtaining greater range, thereby clearly recognizing their
limitations. Their range has been within a radius of 50 feet
from the edge of the pier and that opposite the hatch which
they were serving. As they are unable to transfer the goods
“up and down” the pier, or to any distances within the pier
shed, this work has generally been performed by manual
labor. The relative proportion of costs of these two move-
ments are 3 cents (1!4d.) per ton for the ship’s winch or
gantry crane and 30 cents (1s. 3d.) for the later manual labor.

The advantages of the recent improvements in mechanical
transference over the present primitive methods therefore may
be summarized :

INTERNATIONAL MARINE ENGINEERING

231

A reduction in terminal handling costs to at least one-half,
and a similar saving in the time of ship detention.

Increased storage and transferring capacity of terminals.

Saving in port investment.

Better service to the shippers and consignees.

Less losses from breakage and damage claims.

Avoidance of labor troubles and a better utilization of lands
for industrial and manufacturing purposes though located
several thousand feet to the rear of the waterfront.

The terminals for inland navigation, especially on the rivers,
should be of quay-wall construction or else of wood or ccn-
crete piles. There is often a great variation, as upon the
Mississippi and its tributaries, between the high and low-water
levels, and this should receive consideration in the design of
such river terminals and the kind of machinery to be installed.
In most cases overhead runways equipped with transfer trac-
tors and transfer trailer hoists above described will best
fulfill the requirements, as by this class of hoisting machinery
the height of the river does not effect the transference, the
difference between high and low water meaning only a few
feet more or less of hoisting.

Quarterly Report of Progress of U. S. Naval Vessels.

The Bureau of Construction and Repair, Navy Department,
reports the following percentages of completion of vessels for
the United States navy:

BATTLESHIPS

Tons. Knots. May 1.
Wyoming ..... 27,000 204% Wm. Cramp & Sons.................. 97.0
IArkansasmererne 27,000 20% New York Shipbuilding Co.......... 96.0
New York..... 28,000 21 Navy Yard, New York.............. 35.3
MexaSu eer 28,000 21 Newport News Shipbuilding Co...... 61.9
Nevada ........ 28,000 2016 Fore River Shipbuilding Co.......... 0.0
Oklahoma .... 28,000 20% New York Shipbuilding Co.......... 0.7
TORPEDO BOAT DESTROYERS
Fanning ....... 742 2914 Newport News Shipbuilding Co...... 89.9
janviSmereneerrt 742 2914 New York Shipbuilding Co.......... 80.2
Henley ........ 742 2914 Fore River Shipbuilding Co.......... 75.1
1BXENIO “Goocooacve 742 2916 Wm. Cramp & Sons...:.............. 78.9
VOCS coovcs0s0 742, 2916 Bath Iron Works.................-.-- 97.9
Jlienkin'Sityerrietcs UP, WY Wen Uber MWC Soccco8ood000n0000K000 93.3
(CASSIN cocccc0oe TAD OTB athyelr OnwavMOLKS epeleteietelelsteleleiettlertrar 15.6
Cummings .... (42091 iba thie lr oneaViOLKSertiseieleleiileriicisisctetet 15.5
Downes ......- 742 2914 New York Shipbuilding Co 10.7
Dun canwereerietie 742 2916 Fore River Shipbuilding C 18.1
Aylwin ........ 742 2914 Wm. Cramp & Sons....... 18.4
Parker seeeeeee 742, 2914 Wm. Cramp & Sons.................. 16.4
Benham ....... TED FE Ward, renee) We (Sosa coonvoseooqcon0uc 17.1
PEVIER ococooecoa 742) 2914 Wm. Cramp & Sons.....0..-....-..-. 14.4
SUBMARINE TORPEDO BOATS
1D eSapacoHecGac WnionwlronmVWiOrksetmetteterieectiisteltel 96.6
F-2 . Whatton Imore, \WYVOrd kG 500099000 0000000006 92.7
F-3 .. Seattle Gon. & D. D. €o....:....... 91.3
Ie! sog0000a000d0 Seattle €on. & D: Di €o....... 6 90.6
i- Wii, (revenge 6 SeyiSococdcosoo0n000000 73.5
Newport News Shipbuilding Co...... 85.8
Lake T. B. Co........--+-s sees eee 90.2
Wnion iron) Works... 2. cee c ene 66.3
Whasiosa Ibaorn \WyVOrd’y con sas0n0sc00000000 66.5
Seanie Con, &2 ID, IDs C@ocess0000000 63.6
ILatiza I, 183, (COs oogge00de0ep000a0000n00 46.6
Fore River Shipbuilding Co.......... 30.8
Fore River Shipbuilding Co.......... 30.1
WWhevioyn Mixer Wierd Sosocp50ss00000000000 © 36.6
Sexe Coa, Ce ID; 1D); (Oso0cqs0b0000 30.2
Fore River Shipbuilding Co.......... 13.5
Fore River Shinbuilding Co.......... 13.5
Whatiorn, Ibrern WAVOSS5 cocoon 00b00000000000 17.5
WU N1ONMULONMVVOLKSeerielsieistecistrictstelslsiels 17.5
COLLIERS
Proteus ....... 20,000 14 Newport News Shipbuilding Co...... 54.8
Nereus .... 20,000 14 Newport News Shipbuilding Co...... 46.9
Orion .. 20,000 14 Maryland Steel Co.........2.:...:.... 77.1
Jason Sooccpce CAUMUDY) 14 Maryland Steel Co.............-..05-- 36.9
Npiteremeddetdetiete 20,000 14. Navy Yard, Mare Island...........:.. 62.0

The Spanish drydock, capable of accommodating vessels
of 12,000 tons gross register, which was captured as a prize by
the United States during the Spanish War, has been towed
to New York from Pensacola, Fla. The dock will go into
commission in the New York harbor for the service of the
United States Government.

32 INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

Inland Water-Borne Commerce in the United States

BY JOHN RUDDEEY MM: Es Go:

Inland water-borne commerce in the United States is in a
state of arrested development because it so happened that,
in the development of the human race, the railroad, as a
means of transportation, arrived at a sufficient state of per-
fection to carry traffic economically before the great devel-
opment of farming, mining and manufacturing took place.
When they were to be developed the railroads were ready to
serve them. In fact in many instances, long before the in-
dustrial development took place, the railroad was there ready
for service. The consequence was that all developments that
required transportation facilities took place along the rail-
roads, rather than along the rivers, and caused the railroad
traffic to develop instead of the water traffic. In this respect
the situation in the United States is directly opposite to the
situation in Europe and other countries where the need of
transportation developed earlier than the development of the
railroad. This historic fact seems to be forgotten or ignored
when comparison is made between the backward development
of water transportation in the United States when compared
with Europe.

Not only is this historic fact ignored, but it seems to be as-
sumed, or at least the element of time is ignored when the
assumption of certainty is made, that when the rivers and
water courses are “improved” water-borne commerce will im-
mediately grow to large proportions and will warrant the
expenditure of indefinite sums of money to make the develop-
ment.

The water-borne commerce of Europe is not the result of
sudden growth, nor is the tremendous rail traffic in the United
States. Both are the results of years—yes, generations—of
cultivation and development and water-borne commerce will
come, if it comes at all, only as the result of long years of
growth.

‘There is also a reasonable doubt whether water-borne com-
merce in the United States will ever reach the relative im-
portance it has in Europe on account of the geographic loca-
tion of the rivers which must form the basis of the improved
waterways. The main mountain ranges, that form the divides
between the important valleys, lie in a generally northerly
and southerly direction, whereas the seaports from which
commerce leaves and enters the country are on the East and
West coasts, so that the lines that commerce must travel to
and from the main seaports and the center of the country are
approximately at right angles to the courses the main rivers
follow. This condition in itself will always operate to render
ineffective, to a certain extent, all efforts to develop a water
traffic that will reach the relative importance that it reaches
in Europe, unless, by some herculean effort, commerce be
induced to abandon the Atlantic ports for those on the Gulf
coast.

Other conditions exist that also emphasize the difference
between the two territories. In Europe the improved water-
ways are largely the result of efforts made directly by those
who desired to use them—cities, States and corporations, and
when they had expended energy and effort in making the im-
provements they used them and maintained them, and they
became a vital part of the industrial development of the coun-
try, and the industries and communities taxed themselves
directly for their construction and support. In the United
States, however, it is the general government that is expected
to build and maintain the waterways out of moneys raised
from indirect taxation, so that no part of the community can
feel a direct interest by reason of having spent its own money

and effort. As a consequence there can never be any strong
feeling of pride on the part of any community in the develop-
ment and use of the waterway. The only incentive to use it
will be the one of profit, and that takes in so many considera-
tions that in only exceptional cases will the expenditure of
money for improvements be warranted.

But the improvement of the rivers for navigation will come
and should come, because, though they may not be necessary
at the present time or for many years to come, the time will
come, when the density of population approaches that of
Europe, when the railroads will be only too glad to be relieved
of handling a: large amount of traffic they are now glad to
carry, and the improvement of the rivers might just as well
be made now as at any other time, especially as in after
years there may be no River and Harbor Bill to provide funds.

When these various improvements are undertaken, it should
be clearly understood that the improvements will not become
self-stpporting immediately and that, until they do, the neces-
sary funds for maintenance must be borne by the general
taxation. If the work was being done by a corporation these
funds would be supplied by increasing the amount of the
bonds issued against the work, and then a failure to earn the
interest charges within a reasonable time would be followed
by bankruptcy.

Assuming, however, that the streams are to be improved,
it remains to be determined how it can best be done and
what amount and kind of work will be the most efficient and
the most economical.

In the direction of efficiency the improvements should be
made so that they will be available for use by the greatest
number; they should not be made for the capitalist, who can
command wealth enough to build steamboats, to the exclusion
of the man who, from necessity or choice, wishes to use a
small boat and move it by towing with a horse or mule. The
improvements should be made with a view to the joint and
simultaneous use by boats of all suitable sizes, by whatever
power they may be moved. This of course means that wher-
ever practicable proper towing paths and lateral roads must be
provided for, and these will be especially useful in develop-
ing the traffic that moves only short distances. This short
distance haul, by the way, will probably, in the course of time,
assume large proportions in the aggregate. It will be traffic
handled by farmers and those desiring to conduct a small
transportation business for hire, who will handle largely farm
products to nearby points of consumption, and fertilizer or
other commodities in return, thus enabling the markets in the
towns to be supplied at a lower cost. Or the farmers, or
others, may handle their products from the farm to some
point where shipping facilities to more distant points are
better, or from which a better market can be reached. This
condition will apply especially to canals passing through agri-
cultural countries or where small manufactures are carried
on, and where the available tonnage or the possible rates
would not warrant the installation of more elaborate trans-
portation facilities at the beginning.

Any improvement, therefore, made at the expense of the
general taxpayers should contemplate the use of the improved
waterway by all classes of traffic or it will fail of its most
vital advantage, that is, the greatest good to the greatest
number.

IMPROVEMENT OF RIVERS

The manner of improving any river will be determined by

the character of the river itself and the nature of the country

JUNE, 1912

through which it flows. If the stream is characterized by very
great variations in the amount of water it carries, that is, if at
certain seasons there are high floods and at other periods
extreme low water, a system of reservoirs to control these con-
ditions will be absolutely necessary. They will be needed,
first, to hold back flood water and reduce the amount of
damage that may be done to the improvements by floods, and,
next, to supply the deficiency of water during the periods of
extreme low water. It will be necessary also to provide the
necessary means to control the water at all points of the river
during low water periods, so that none of it will be wasted
and the fullest benefit will be obtained from all the available
water in carrying traffic. As water is the sine qua non for
water-borne traffic, this is the very first question that should
be considered in determining the method of improving any
river, because this condition is controlled by the laws of
nature while all others are in the control of man and may be
rectified by a greater or less expenditure of money and effort,
but no amount of money or engineering ability can control
the rainfall.

Of course as an academic question it may be asserted that
even the water supply of any stream can be controlled by
pumping the water from another stream, but the mere asser-
tion of the question emphasizes its absurdity from an eco-
nomical standpoint.

The available water supply having been determined satis-
factorily a study of the stream and the character of the
country through which it flows will determine the character
of the improvements that will best suit the individual case,
and every river will have to be treated as a case by itself.
In a general way improvements that will be suitable for any
one river will not be suitable for any other river except with
such great modifications that render each a case by itself,

RECTIFICATION OF THE NATURAL CHANNEL

Where the particular conditions applying to any stream per-
mit it, this is obviously the most effective and cheapest means
of improving, because it involves less expense for maintaining
the improved channel and a less cost of operating, there being
no locks or similar works that require the continual attention
of labor. ;

Among the conditions controlling the rectification are the
normal velocity of the stream, which is controlled by the slope
of the bottom and the volume of water carried. Where the
normal velocity is low the difficulty of navigating against the
current is reduced and the danger of interference with the
improved channel by silt carried by the water or by scouring
of the banks is reduced to a minimum. The rectification will
usually be accomplished by protecting the natural banks at
points where they are exposed to the force of the current so
that they will not be eroded and the material carried into the
channel. This work will be particularly necessary on the out-
side of the curves at bends in the river, but it will also be
necessary at some points at the inside of the bends where the
ground is low and there is danger at times of high water that
a new channel may be cut across the lowland. Dikes will
have to be constructed at such places to prevent overflow.

In some cases where the land is low and the character of
the material permits, it will be more desirable to open a new
channel across the neck of land and turn the entire stream
through it by means of a dam, thus straightening the channel
and, usually, by reason of the slight increase of velocity se-
cured, making a channel that will keep itself clear by the
scouring action of the water. The material excavated from
the new channel will naturally be used to build up the banks
and prevent the flooding of the surrounding country.

Sunken trees, loose rocks and other submerged obstructions
will have to be removed, and when this, together with what
has already been stated, has been accomplished, the simplest

INTERNATIONAL MARINE ENGINEERING 233

and cheapest method of river improvement will have been
completed and the natural channel made as navigable as cir-
cumstances permit.

DREDGING

If greater facilities are required dredging the natural chan-
nel will have to be resorted to. If the bottom of the river is
of alluvial material this can easily be accomplished and the
dredged material can he used to build up the banks at certain
points, narrowing the channel and by the increased velocity
obtained increasing the scouring action of the stream, either
increasing the depth of the improved channel or preventing
it from being filled up with silt. It will never be necessary
to dredge the full length of any river, as there will always be
some points where the natural depth will be sufficient for
navigation. It will frequently happen that at some points
ledges of rock form obstructions to the improvements. These
will have to be removed by blasting unless they are very long,
in which case some other method of securing a channel will
be indicated.

A controlling factor in improving a channel for navigation
by rectifying it is, will the channel after completion maintain
itself or must it be maintained by continual attention and re-
pair and renewal of the work that has been done? This will
depend largely on the character of the stream itself with re-
gard to the variations in the height of the water, the material
composing the bottom of the river and the nature of the
banks. If the bottom is composed of light material easily
eroded the scouring action of the stream at high water may
be depended on to maintain a good depth of water at most
points. If the banks are high and composed of material not
easily eroded they will confine the water during flood periods
and increase its scouring effect. These banks may be either
natural or a part of the original design for rectification. Any
stream, however, that carries a large amount of solid material
will fill up its channel at some points, and provision must be
made for maintaining the channel at these points by periodic
dredging.

Usually in the improving of a channel by dredging, the
disposal of the dredged material, so that it will not find its
way back into the channel, becomes a most serious problem.
It can be taken from the bed of the channel cheaply by any
of the well recognized methods of dredging, but it requires
special and expensive equipment to finally dispose of it. If
lowland nearby is available it may easily be disposed of by
hydraulic dredging and using the material to build up the
banks, rendering them less likely to be overflowed during high
water, but where such land is not available the material may
have to be transported long distances and disposed of by
specially designed machinery.

This disposal, together with the character of the bottom of
the river, whether it is largely composed of rock or not, and
the slope of the bottom controlling the natural current, will be
the deciding questions as to whether the improvements shall
be by improving the natural channel or by securing the desired
depth by means of dams and locks, or by lateral canals, or by
a combination of both. A rapid current in the river combined
with long periods of low water and rocky bottom will indi-
cate that the desired improvements can best be accomplished
by canalization, and by canalization will usually be understood
that certain portions of the natural stream will be improved by
dams and locks, and these connected by sections of lateral
canal of greater or less length, according to local conditions.

THE Use or DAMS AND Locks

Where the bottom of the river is largely composed of rock
in ledge it will usually be found that the required depth of
water can be more cheaply secured and maintained by means
of a dam and lock, even considering the upkeep and opera-
tion, than by dredging, and where the slope of the river bed

234

causes a high velocity a dam and lock becomes imperative.
The dam will be built sufficiently high to create a pool of suffi-
cient depth extending up stream far enough to reach water
of the necessary depth in the natural or otherwise improved
channel. If this distance should be so great that the dam and
lock become of an uneconomical height, two or more dams
must be used.

Where two or more dams are required and the nature of
the surrounding country permits it, it will usually be found
that a stretch of lateral canal will be the cheapest because a
considerable distance may be saved, the locks will be of less
expensive construction and the banks will probably cost less
than the series of dams. Maintaining and operating expenses
also enter into this determination. The danger of destruc-
tion or damage by flood is less in the case of the canal than
in the case of the dam; the canal will not be filled with silt
from the river requiring dredging; the canal furnishes a con-
venient harbor of refuge for traffic during flood in the river,
and a most convenient location for docks and other accessories
to navigation where their operation will not be interrupted by
variations in the height of the water in the river.

As against these advantages there is the cost of maintaining
and operating the locks and their accessories. These, how-
ever, are not of such expensive construction, nor do they
require such careful maintenance as locks in the dams built
in the river proper. Also the current through the various
levels being at all times uniform the traffic is under better con-
trol, and what it loses in not having the assistance of the
current in one direction it more than makes up in not being
obliged to move against a strong current in the opposite di-
rection. It is hampered, however, by the inability to move at
high speeds incidental to navigation in narrow channels.

Works of this kind are of the most permanent character.
When properly constructed at the beginning they do not de-
preciate. In fact, the longer a canal bank stands the better
it becomes and the less maintenance it requires. Also the
artificial bank makes the best possible location for the towing
path and, as the artificial channel will usually pass through
agricultural lands, it becomes possible for the individual
farmer to have his own loading place and handle his products
at the lowest possible cost.

DIMENSIONS OF CANALS

The dimensions that will be given to any canal and its
accessories will depend entirely on the volume and character
of the traffic that it is designed to carry and the distance it
is to be moved. If there is a great bulk of low class traffic
such as coal and ore, to be moved for long distances the
canal should be large enough to accommodate the largest
size of boats than can be economically operated provided the
cost of building the canal is not excessive and the available
supply of water is sufficient. If, however, the volume of
traffic, though it may be large, yet is made up of a great
variety of commodities or moving short distances, the canal
can be made very much smaller with decided advantage as
to cost of construction, maintenance and operation, and the
boats that will be used will be of smaller and cheaper con-
struction, thus enabling people of small capital to own boats
and operate on the canal, making it more generally useful.

Another factor ‘is the method of moving traffic in the canal
or waterway. Is it to be moved by animal towage or mechani-
cal towage from the banks by towing-boats or are the boats
themselves to be equipped with power? The ideal canal
is one where all three of these methods can be simul-
taneously used, but this also assumes that much of the traffic
is to be moved long distances, because the towing-boats
cannot be used to advantage for short distances. The eco-
nomical size of boat will be the one which permits the move-

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

ment of the maximum number of tons with the minimum
labor. The minimum labor is probably two persons for a
single boat. From the writer's experience he knows that a
boat carrying 100 tons and manned by two persons is not
economical in the coal carrying traffic. This same force could
as easily handle a boat carrying 200 tons moved by animal
towage and worked 12 hours per day without detriment to
either men or animals, so that this may be considered the
minimum size. The maximum size will be controlled by the
greatest tonnage or cargo that can be carried per man of the
crew and the economical depth that can be secured in the
channel. This in the estimation of the writer will be some-
where between 7 feet and to feet; the beam and length of the
boat will then be determined by the amount of cargo that it
is desired to carry.

It is not economically sound to design a canal or river im-
provement that is to depend for its traffic on the products or
industries within easy reaching distance for boats of large
capacity. Nor is it sound to design for boats of very small
capacity. The canals and river improvements made under
the various internal improvement acts by the various States
early in the nineteenth century, with the exception of the
work on the New York State canals, were on too small
a scale to be economical for permanent use, but at the
time they were equal to all demands. Had they been built
on a more extensive scale the cost would have been so
excessive that they could not have been undertaken. They
served their purpose well, and in the case of New York it has
been deemed advisable to spend large sums for increasing
their capacity. In the meantime, however, they have demon-
strated their usefulness. In the case of the other States the
canals have practically gone out of existence from various
causes, the chief of which has been the failure of the people
to appreciate their advantages and their consequent failure
to maintain, protect and improve them. It is submitted, there-
fore, that in the design and construction of new canals and
river improvements it is truer economy to design and build
for a comparatively small capacity of boat, paying careful
consideration to future enlargement after the traffic has grown
sufficiently to warrant it, after the country through which it
passes has developed in either agriculture or manufacture,
or both, to a sufficient extent to produce traffic sufficient to
warrant the expense. ‘This is the course that has been un-
consciously followed by the. European canals, and also by
the railroads in the United States, which now, after the
generations they have been in operation, find it necessary to
double track, relocate and regrade in order to increase the
economy of handling their traffic. In the meantime, however,
their original cost has been earned many times over, and
they have demonstrated their usefulness.

In the design of new river improvements or canals, there-
fore, a valuable lesson may be learned from the history of
railroad development. This is in no sense an argument
against the development of water transportation, but it is an
argument to go slow, study the question from an economic
standpoint and design for present needs and the needs of the
near future, letting the more distant future take care of its
own problems, and make such improvements and enlarge-
ments as experience proves to be both necessary and desirable.
There is no good reason why the present generation should
spend money lavishly to make developments for future gen-
erations, loading them up with debt that they must pay, when
there is a possibility that the work may be abandoned entirely,
just as has happened in many cases with the improvements in
river and canal navigation made in the early part of the
nineteenth century already referred to. In some cases, no
doubt, the present generation is still paying the interest and
is responsible for the principal of the internal improvement

JUNE, 1912

bonds, as they were called, issued to pay for “improvements”
made nearly a century ago and now gone out of existence.
The reason for the disappearance is immaterial.

PRINCIPLES OF OPERATING

As before stated, the design of any river or canal improve-
ment should have in view the simultaneous use by boats of all
sizes that can navigate it, no matter by what means the
boats may be moved.

The historic way to move boats on canals is by animal
towage, and this presupposes boats of small capacity or very
slow progress, or both, and is consequently not economical;
and yet it is the only means available to the individual of small
means.

Little effort was made to improve the methods of towing
boats from the shore until after electricity became available
as a source of power. Since then a great deal of thought and
a great deal of money has been expended upon the problem,
but not with any great amount of commercial success. The
towing can be done successfully and with great economy, but
the cost of installing the necessary equipment is so great that
interest and depreciation far outweigh the economies in tow-
ing. The literature on the subject of electric towing on the
European canals is very voluminous, but little has been done
in that direction in the United States except in the way of
experiment in three cases, none of which developed a suffi-
cient certainty of commercial success to warrant any extensive
installations.

The advantage in towing boats from the shore rather than
from a floating towboat is that there is little or no “slip” as
compared with the screw propeller or paddlewheel, and con-
sequently the power is used to a greater advantage. The only
disadvantage, aside from the cost of installing the towing
plant, is the necessity for a towing line reaching the shore;
but this in practice is not serious. The requirements of the
towing machine are that it must be able to operate continu-
ously and economically at all speeds, below the maximum,
down to a slow walk, because the requirements of canal navi-
gation necessitate that the craft must be under control at all
times. It must be “fool proof,” because it must be operated
by the cheapest possible labor. It must be cheaply constructed
and not liable to breakdowns, because it will be usually far
away from facilities for repair and rather difficult of access
quickly, and, of course, it must be weatherproof and it must
be capable of exerting its maximum power at very low speeds,
because the greatest power is required in starting the boat.

It must operate on some sort of a track or permanent way.
All attempts to tow boats by machines operating on the tow-

path or other similar road not designed to keep the machine \

in a predetermined path have been miserable failures. The
permanent way must be cheap to install, easy to maintain
and not liable to damage by water in case of overflow in times
of flood. It must be possible to construct and maintain it
without interfering with the maintenance of the banks of the
canal, the repair of leaks and so forth, and must not prevent
access to the waterway for the purpose of loading and un-
loading boats with a reasonable degree of economy and
convenience.

It is not the purpose of this article to go into the discussion
of electric towing of canal boats so we will be content with
giving the specifications of the requirements and leave it with
the remark that it will never be economical to install electric
towing until the density of traffic on the waterway far exceeds
any so far attained in the United States on any waterway.

The only other means of towing boats and avoiding the use
of animal power is by the use of floating towboats. These
may be of two general kinds. One a towing boat equipped
with power and designed to pick up a chain or rope anchored
at either end and lying in the bottom of the waterway and

INTERNATIONAL MARINE ENGINEERING

235

moving the boats by pulling against the chain. Such boats
are used successfully on some European waterways, but have
never been used in the United States.

The only other kind is a boat equipped with some sort of
power and moving by means of a screw propeller or side
wheels. Boats of this class with steam as a motive power
are too common to require any attention.

Attempts have been made in an experimental way to sub-
stitute electricity conducted from a wire suspended over the
waterway to the boat for steam, but it has never been com-
mercially successful. A suggestion has been made to equip
a power boat with electric machinery and conduct the current
threugh a species of tow line to boats following it, equipped
with motors and screws, but this has never been put in
practice.

The most promising substitute for steam to operate towing
boats is probably the internal combustion engine operated
either by gasoline (petrol) or by producer gas, the latter will
probably prove the most economical on account of the cost
of the gasoline (petrol).

In order to satisfy himself that an internal combustion
engine operated by producer gas could be used for navigation
purposes the publisher of this journal, in the summer of 1910,
equipped a small boat with an internal combustion engine and
a suction gas producer and operated the boat experimentally
during the entire year, securing some valuable information,
and demonstrating that such an equipment was practicable
and economical. Later several barges with a similar equip-
ment were built at Baltimore and are now in operation suc-
cessfully. In the summer of ro11 the Lehigh Coal and Navi-
gation Company, which operates a canal in Pennsylvania,
caused two towing boats to be built equipped with gas engines
and suction gas producers and operated them as towing boats
in its canal with a considerable degree of success. These
boats were equipped with 54-inch suction gas producers to use
anthracite coal and four cylinder engines that at 300 revolu-
tions produced 70 horsepower. The propellers were 52 inches
in diameter and 32 inches pitch. The average revolutions
during operation were 280 per minute, so about 65 horsepower
was developed under operating conditions. The hulls were
42 feet long and had 10 feet beam and drew 54 inches. The
canal where they operated has a minimum width at the sur-
face of about 60 feet, and at the bottom about 20 feet; the
depth is about 6% feet. The boats were loaded to the depth
of about 63 inches. They have a beam of 10% feet and a
length of 88% feet, and carry a cargo of about 96 tons,
average, and the boats themselves weigh about 22 tons, making
the weight of boat and cargo 118 tons. Attempts were made
to attain a speed of 3% miles per hour towing loaded boats
with these power boats, but they were unsuccessful even with
two towing boats aggregating about 130 horsepower. Tows
of from 4 to 6 loaded boats, however, were successfully towed
at a speed of about 2% miles per hour under operating con-
ditions with a single power boat. These figures illustrate
clearly the tremendous expenditure of power necessary to
move boats through the comparatively restricted channels of
artificial navigation and the great waste of power in attempt-
ing to do so by any of the usual kinds of power towing boats.

It will be interesting by way of comparison to state that the
writer in some of his own experiments towed the same boats
similarly loaded on the same canal under similar conditions
by an electrically operated device at a speed of 4% miles an
hour with the expenditure of about 35 horsepower, illustrat-
ing the great advantage of having a practically fixed point
against which to exercise the pull and the advantage of tow-
ing from the shore over towing by floating craft.

The navigation of the narrow shallow channels of canals
at high speeds makes some method of protecting the banks
imperative. The damage caused by the boats moving at high

230

speeds does not come from the propellers of the towing
boats but from the bluff bows and square sterns common
to canal boats. These waves are caused directly by the
speed at which the boat is moving, and the damage is done
near the surface of the water where the protection must
be put. This protection is most effectually and economically
secured by paving on the slope of the bank, carrying the
work well toward the bottom of the canal and, of course,
should be placed wherever the material is of such a character
that it can be damaged by the wash.

In view of the above experiences it would appear that the
most serviceable canal to the public at large would, when the
traffic becomes sufficiently dense to warrant the investment,
be one equipped with some form of towing device traveling
on the shore and towing any and all boats between all points
for a charge that would be the same per ton to everybody.

A very economical method of handling traffic is to navigate
canal boats in fleets, following the practice in use for many
years on the Erie Canal in New York. On that canal one canal
boat is equipped with a steam engine and screw propeller
which, of course, takes up some of the cargo capacity. A
second boat is placed immediately in front of the power boat
and close to it in such a manner that the stem of the power
boat bears against the stern of the forward boat, being con-
nected so that the two boats move on each other after the
manner of a hinge. A device is placed on the leading boat
by which the power boat may be swung from side to side, and
the steering is performed, by this movement. Very little
power is used to steer in this way, and the two boats can
navigate easily a channel difficult to negotiate with a rudder
by a single boat. The two boats move together by the power
on the power boat. In addition to this couple, from two to
four other boats are towed astern on hawsers, and all are
moved by the one power boat. Steam is the power now em-
ployed, but if internal combustion engines with suction gas
producers were substituted greater economy would be secured
and certain savings in expense of operation as compared with
steam could be made. This is probably the cheapest means of
moving traffic on a canal, and it has the very great advantage
of enabling the fleet to navigate anywhere under its own
power. In practice fleets of this kind under their own power
travel from Buffalo through the Erie Canal to New York
harbor, and thence through Long Island Sound to New
Haven, Connecticut, or through connecting waters to the
Delaware and Chesapeake Bays, and could travel any waters
except the open ocean or the Great Lakes, where the risk of
storms would be too great.

Size AND EQuIPMENT oF Locks

The size of the lock chambers and the depth of water on the
mitre sills will depend on the width of the boats to be passed
and their maximum draft loaded. If the boats are not too
large, and there is plenty or water for locking purposes, it is
probably better to build the locks to pass two boats simul-
taneously than to pass them singly. If they are to pass in
pairs the locks should be arranged so that they will lie in the
chamber one behind the other. If desirable, the chamber
can be divided in the middle with gates, so that if only one
boat is to pass the entire lock need not be filled, and water
will be economized. This arrangement is especially desirable
if boats are to be operated in pairs as described above, as it
will render it unnecessary to disconnect them and time will
be saved.

It is difficult to improve on the arrangement of the lock
gates that has been in use many years. The material of con-
struction may vary, but scarcely the arrangement, and the
operation is a simple problem in the application of power.

There is greater range for variation in the facilities for
controlling the water in filling and emptying the lock. The

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

water should not be either put in or taken out largely at a
single point, as this creates currents in the chamber that
make it difficult to control the boats while filling and empty-
ing. The bye-passes should be so arranged that the water can
be introduced to and withdrawn from the chamber at several
points along both sides simultaneously, then it can be filled or
emptied with the greatest rapidity without danger to the boats
or the gates.

As the controlling valves are at all times, except when being
repaired, under water and out of sight, they should be of the
simplest design and most rugged construction possible, and
must be either designed to be easily and rapidly removed for
repairs Or provision must be made for the easy construction
of cofferdams to permit the repairs, as these are the portions
of locks that require the greatest attention and the most
repairs. Cast iron is probably the best material for use in
these parts. It is sufficiently strong and is cheap and admits
of being readily cast into interchangeable parts. It resists the
corrosive action of the water sufficiently long, because these
parts are worn out by the action of sand and other solids
carried by the water long before they are damaged seriously
by corrosion. The various copper alloys are equally adaptable
for the purpose, but their expense is hardly warranted, as
they would wear out equally as fast as the cast iron, and the
expense of repairs would be much heavier.

RIVER IMPROVEMENTS ALREADY UNDERTAKEN IN THE
Unitep STATES

The most ambitious project of river improvement for navi-
gation undertaken in the United States, and probably in the
world, is, of course, the improvement of the thousand or more
miles of the Mississippi River. This has been under way for
several generations, and is still far from being completed.
Neither can the work actually completed be considered entirely
successful. The Mississippi is a stream with a very small
slope to its bottom; and yet, by reason of the large volume of
water it carries, the current is not slow. It carries at all times
a large volume of solid matter which it deposits in the long
reaches of the river where the velocity is reduced. The banks
are high, of alluvial material that is easily eroded, permitting
the stream at high water to change its course easily. The
work of improvement has consisted almost entirely in works
to prevent or reduce this erosion and to confine the current
into a narrower channel so as to create a scouring velocity at
points where the filling of the channel with silt created diffi-
culties. Millions of dollars have been spent in this work, and
yet a satisfactory navigable channel at all stages of water
has not been secured. It seems hardly worth while to go into
the details of the construction and placing of mattresses and
so forth, as this has so often been described in the technical
press.

Many millions of dollars have also been expended in the
attempt to make a navigable depth of water in the Ohio River
from Pittsburg, Pa., to Cairo, Ill, where it joins the Missis-
sippi. Here the problem is different, the slope of the stream is
greater and the volume of water very much less. There are
rapids in the stream, as at Louisville, Ky., and in the reaches
of the river between Cincinnati and Pittsburg, so that the
work had to be differently planned and carried out than on
the Mississippi. At Louisville a dam and lateral canal were
constructed and a number of dams have been built in the
river above Cincinnati to secure the depth necessary for
navigation. The principal traffic on the Ohio River is coal
from Western Pennsylvania and Eastern Ohio, which is
floated down the river on immense fleets of barges and
reaches market at all points along the Ohio and Mississippi
rivers as far as New Orleans. The tonnage carried, however,
scarcely warrants the expense of the improvements up to this
time.

JUNE, I9I2

A number of streams flowing into the Ohio River have also
been improved to some extent, but the work has not been so
important.

The problem of river improvement in the United States is
the most colossal that has ever been given serious considera-
tion, and the money required for the work staggers the
imagination. Not less than 30 rivers and systems ten miles
and more in length discharge into the Atlantic Ocean, and
these have an aggregate mileage of about 4,765 miles. At
least twenty-one rivers and systems of ten miles in length
and over, exclusive of the great Mississippi River system,
discharge into the Gulf of Mexico, aggregating a mileage of
5,235 miles, and the Mississippi River system alone, draining
as it does fully half the area of the United States, has an
aggregate mileage of about 13,017 miles, making a grand total
of the rivers and systems, excluding those flowing into the
Great Lakes and the Pacific Ocean, of 23,017 miles. When it
is remembered that a comparatively small portion of this
mileage will permit of continuous navigation by vessels draw-
ing even as little as 5 feet of water some inkling of the mag-
nitude of the work of improvement can be obtained.

Several hundred projects looking to the improvement of
disconnected portions of this vast mileage have been under-
taken by the Federal Government and, in spots, a great im-
provement has been made. It is only within a very few years,
however, that any attempt has been made to correlate these
improvements so that they will mutually support and extend
each other so as to make the improved streams valuable as
highways for commerce.

It is not worth while to even attempt to catalogue the
names of these projects that have been undertaken or are
being carried on. Anybody curious in this direction can con-
sult the River and Harbor Bill annually since it took its per-
manent place on the calendar of Congress, and there he will
find all the projects listed, together with the amount that has
been appropriated for carrying them out.

In addition to these river improvements proper some little
work has been done in the direction of building canals by the
Federal Government and a greater mileage, though not of as
large construction, has been undertaken by the various States
at their own expense.

Omitting those artificial channels between arms of the ocean
that have been constructed by the Federal Government, the
most important is the canalization of the St. Mary’s River,
connecting Lake Superior and Lake Huron. This improved
waterway passes more tonnage annually than the Suez Canal,
and is probably the most important artificial waterway in the
world, so far as tonnage is concerned.

The Illinois and Mississippi Canal, connecting the Illinois
River and the Mississippi, was also built by the Federal Goy-
ernment, and it, with the Illinois and Michigan Canal, built
by the State of Illinois, make a continuous waterway from
Lake Michigan to the Mississippi River. This canal, how-
ever, has not grown to a position of importance as a high-
way for commerce. Out of all the commerce originating in
the very productive territory through which it passes it carried
in 1910 only the paltry tonnage of 244,635 short tons, and more
than half of this was tonnage of the government.

Of the canals built or being built by far the most im-
portant is the Erie Canal now being enlarged by the State of
New York so as to permit the passage of barges carrying 1,000
tons. This canal extends from Buffalo to Albany, and, to-
gether with the Hudson River, makes a continuous waterway
from the Great Lakes to the Atlantic Ocean.

In addition to the States of Illinois and New York already
mentioned, Ohio is making some expenditures for improy-
ing its old and practically abandoned canals. During the early
part of the nineteenth century, when canal building was popu-

INTERNATIONAL MARINE ENGINEERING | 237

lar, Ohio built two separate canals, connecting Lake Erie with
the Ohio River. These canals were small and would only
permit the passage of boats of about ten feet beam and draw-
ing about five feet when loaded. An attempt is being made
to rehabilitate these canals, but unfortunately, instead of at
the same time enlarging them to permit the passage of boats
of economical size, they are being rebuilt on practically the
same old lines, and no effort is being made to increase their
capacity.

None of the other States, or, for that matter, no corpora-
tions, are doing any work toward building canals or improv-
ing navigation facilities, and out of the several thousand
miles of improved waterways and canals, built by the several
States in the early part of and operated up to the middle years
of the nineteenth century, scarcely 400 miles, exclusive of the
Erie Canal, are in operative condition.

DIMENSIONS To Be GiveEN TO MARITIME CANALS

With the rapid increase in size of ocean liners that has taken
place within a very few years it is difficult to foresee just
what depth and width should be given to maritime canals that
are to be used by the future ocean carrier. However, there
are a few general principles that will have a strong effect on
the design of ships and which in turn will dictate the econo-
mic size of the canals through which they are to navigate.
Canals will probably not be built for the use of the large
ocean greyhounds, as they will always be used for the fast
service, and the difficulty and delay incidental to the naviga-
tion of the comparatively narrow channel of a canal will make
the service through them not only slow but unprofitable.
Their ports will always be on large deep bays and arms of the
ocean, which, though they will be improved waterways, will
not in the strict sense be called canals.

The depth, and this has more controlling effect than any
other dimension, of any canal will be dictated by the traffic
that is expected to use it, and this in turn by the depth or
draft of the vessels. The economic draft of the freighter of
the future will be ‘controlled by the depth of the channels in
the ports at which it calls. The economic freighter is the one
of such a size that it can go to any of the principal ports of the
world, and can be used in any traffic in search of freight and
can enter any of the principal ports of the world. A great
number of these ports have not any great depth of channel,
and it will be many years before they will be improved, and
yet they are, and will for many years, be ports from which
great quantities of traffic are handled. It is probable that 26
feet is the maximum draft of vessels that can enter the ma-
jority of such ports, and unless the canal be designed for the
purpose of handling some particular traffic, it should be de-
signed for a draft of vessel of about 26 feet. The draft being
established, the other dimensions follow naturally and the
width of the locks of the canal will be designed accordingly.
Turning basins and passing points will be made to accommo-
date the width of vessel, the length of vessel that is indicated
by the depth and curves will be designed from the same data.
Vessels of this type while navigating the canal under their
own power can hardly expect to make a greater speed than
about two miles an hour. It is probable, however, that with
an efficient means of towing the vessels from the shore a
higher speed, possibly even as much as four miles per hour
may be attained, but this will be only where the channel is
wide enough to permit this displaced water to flow past the
moving vessel with a velocity sufficiently slow to avoid run-
ning the vessel aground by the stern.

From the limitations imposed by the lack of great depth in
most of the harbors of the world the “tramp” steamer will not
for many years attain the size of the leviathan used in the
transatlantic trade.

238

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

New French Line Steamship France

The new French liner France, which recently made her
maiden voyage from Havre to New York, is not only the
largest and speediest French merchantman, but her accom-
modations are more luxurious and tasteful than in all previous
boats of this line. Both engines and hull have been built at the
Atlantic Works, St. Nazaire. Her keel was laid April! 20,
1909; she was launched Sept. 20, 1910, and leit the builders’
yard April 3, 1912, for her trials. She is of the following
dimensions:

Lenetin Over Bll ~caccoccedccasc0000
Length between perpendiculars.....
Breadth eae cere ict celine
Depth to the main deck “D”.......
Depth to the upper deck “A”........
Drattewloadedaeeeeneeee ene eeoeee rer

715 feet 3 inches.

685 feet 2 inches.
75 feet 3 inches.
52 feet 10 inches.
78 feet 9 inches.
29 feet 6 inches.

cumulators under a pressure of 550 pounds. A Weir pump
keeps the water in the accumulators under the normal pres-
sure. In case water enters any compartment it may be dis-
charged outside by seven powerful steam pumps, having a
total capacity of 2,500 tons of water per hour.

The hull is further divided by eight steel decks, which from
the bottom are named H, G, F. E, D—main deck—C, B and A
at the top.

Above the “A” deck there is a deck house, containing the
captain’s apartments, the chart and pilot house and the navi-
gating bridge, which is about 52 feet 6 inches above the load

‘ waterline.

On the “A” deck there are a few lifeboats, all of the thermo-
tank ventilators, the dog kennel, the skylights opening to the
first and second class accommodations and the engine rooms.

THE FRANCE, THE LARGEST AND SPEEDIEST FRENCH MERCHANT VESSEL

CHOSS WOMMAGE oscccconooosocccescuc 23,000
IDG DIRVOSTREME Gaoccocogoocouaddooos 28,000
(CATO CADACIHY cooc0tacccsecococcce 6,000
SHMIAINOHISHOWEP coooccccsauneonse 45,000
Designedwsenvicesspeedimer)saeeee 23.5
Best speed on official trials........ 25.9

The hull is built of Siemens-Martin steel, the upper works
excepted, which are made of high-tensile steel. The keel con-
sists of three plates 254 inches thick, riveted by hydraulic
power. A double bottom of 2,500 tons water capacity, ex-
tending for nearly the whole length of the ship, is divided into
sixteen watertight compartments. From stem to stern the
vessel itself is divided into thirteen watertight compartments
by transverse bulkheads, which are pierced by twenty water-
tight doors, operated either by hydraulic power or by hand,
according to Stone Lloyd’s -patent.. The captain, from the
navigating bridge, may close or open separately all the doors
or close them all at once. A loud bell is always put into
action. before the doors are closed from the bridge, and if
anyone is locked into a compartment he may open the door
by hand, which will close again after his escape. The neces-
sary water for operating the doors is maintained in two ac-

On the “B” deck, or boat deck, are located in large deck
houses the officers’ quarters, the children’s room, the gym-
nasium, the printing office, library, bookseller’s shop, wireless
office, telephone office; then about amidships are the first class
social hall, the monumental entrance to the first class accom-
modations, and towards the stern are the “salon mixte,’ the
smoking room and the open café. All these different rooms
are conected by a splendid gallery.

Forward on the.“C” deck there is an observation room, and
on both sides for about 90 feet in length there are thick
panels of glass, which give a good shelter for the passengers
and enable them to have a good view over the sea in spite of
bad weather. This deck is.used as a promenade deck by the
first class passengers. It is devoted to the “apartments de
luxe” and to the first class cabins. Near the main staircase
there is the flower shop. Aft is the entrance to the second
class accommodations, and the after end of this deck is at the
disposal of the second class passengers. Forward and aft are
the winches, capstans, etc., for maneuvering purposes as well
as for handling the. cargo. Bek

Both ends of the “D” deck, or main deck, are reserved for
the crew, third class and steerage passengers. Amidships it is
divided into numerous first and second class staterooms, to-

INTERNATIONAL M

JUNE, 1912

ARINE ENGINEERING

MACHINERY

gether with the postoffice, ladies’ hair dressing room, infor-
mation office; aft, there is the second class smoking room.

The “E” deck—the first ’tween deck—is almost entirely
devoted to the first and second class passenger accommo-
dations; forward there are the crew’s quarters, together with
third class staterooms, also the hospital and infirmary.

Forward on the “F” deck are the crew and steerage pas-
sengers’ quarters. Amidships is the first class dining room,
extending two decks in height; abaft of the same is the galley
and its accessories, then comes the engineers’ quarters along-
side the engine room casings; aft are the second class dining
room and staterooms. :

The “G” deck, or third tween deck, is devoted, forward
and aft, to the steerage passengers, and in the central part of
the ship to the firemen, stewards and stewardesses.

The fourth ’tween deck, or “H” deck, is occupied chiefly by
cargo and bunker space; there are also large storerooms,

J
bi
i
}

FIRST CLASS DRAWING ROOM ON THE FRANCE.

oe ~
Er ae | oh fori AW.P. Ahead
o-Dy¥namo a vl nite <} \ Turbine
o "|| Circulating = x
400K. We Rum} i eae aad L
qf fy) 2 Pe[Abend & Query il TW /circulatin
v = Astern Turbine |=} _ ak pecondencer 4
CF Ie i
Keay Holm is OR ptt Oa as 2
Hen tO Bgl |r| aneae OM
= 558 5 = ‘Astern Turbine SO.
Circulating =
me : PrAstern] 1.P. Ahead |
—= u furbine

SPACE OF THE FRANCE

(From Le Yecht).

refrigerating rooms for meat, fish, vegetables, game, etc., pas-
senger luggage rooms, etc. Down below, on top of the water
ballast tanks, are the boiler, engine and dynamo rooms, the
bunkers and cargo holds.

Referring to the accommodations, all the social halls are in
connection with a large gallery. Neither sculpture nor golden
decorations have been used there; the panels are made of
thin wooden lattice work. Evergreens and flowers are in pro-
fusion, and the whole arrangement very much resembles a
winter garden. It is lighted by numerous electric lamps and
large bow-windows.

The first class drawing room is of the finest Louis XIV.
period. Owing to its dimensions, selected with care, it gives
an ideal relief to the furniture. All of the decorations are
carried out in pleasing harmony. Excellent pictures are used
in decorating the ceiling and the panels. Among others there
are paintings of Louis XIV., a Return from Hunting at

DECORATIONS OF THE FINEST LOUIS XIV PERIOD

240

Vendome Castle, the portraits of Margaret of Burgundy,
Miss de la Valliére, Duchess of Aoste, Anna of Scotland, ete.

The ‘‘salon mixte” is of the “Renaissance” period; it is to
be used both as a writing and music room, The smoking
room is of a fancy Turkish style, and with its white marble
fountain has a very unique appearance. The coffee house is of
carved oak; the open café of lattice work, resembling a
garden. The children’s dining room is paneled with carved
wood, with several medallions representing child scenes from
La Fontaine’s stories. %

The entrance to the first class accommodations is a monu-
mental one. First, there is a bronze statue of France, set in a

‘

CARVED WOOD PANELS IN THE “APARTMENTS DE GRAND LUXE”
MARBLE FOUNTAIN IN THE MOORISH SMOKING ROOM
STATUE OF FRANCE, BY-NELSON, AT THE FIRST CLASS ENTRANCE

recess of red marble. A dome of ferged iron with stained
glass is placed above the staircase. The first class dining room
is situated on the “F” deck; the panels are decorated with a
frieze representing a hunting scene. A monumental staircase
of forged iron connects the two floors of this room. On the
panel of the staircase is a painting showing a scene of the
Versailles gardens at the time of Louis XIV. This dining
room, extending the whole width of the ship and two decks in
height, is large enough to accommodate 375 persons at the
same time; all tables arranged for from two to seven persons.

There are four “apartments de grand luxe,” each consisting
of a bedroom, a drawing room, a dining room and a bath
room. One is of the Louis XIV. period, one of the Empire,
and others of the Directoire style. The panels are of carved
wood, marvelous pieces of cabinet work, indicative of the
sumptuousness of a prince’s palace or castle.

The first class staterooms have been erected according to the
drawings obtained in a concourse established by the owners.

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

Fifty-three staterooms for two passengers have been built
according to the drawings of Mr. Truck; the panels are of
lemon wood, with a frieze of fibro-cement, and they are of
very graceful appearance. Fifty-four other two-passenger
staterooms have been built according to Mr. Laffilée’s de-
signs; they are of fibro-cement panels with. “bageuttes” of
lemon wood. Sixty staterooms for one passenger have been
decorated by Mr. Adams in the English modern style; the
panels‘are of olive wood. These cabins are.designed for com-
fort;-and are so arranged that they can be transformed ' into
two-passenger staterooms by especially designed doors. There
are sixty staterooms which have been designed by the “Atlantic
Works”; they are for four, two or three passengers, the panels
being of lemon and rose woods. All of the “apartments de
luxe” are equipped with telephones.

The accommodations for the second. class passengers are,
of course, not so elaborate, but they offer the same comfort.
There are 126 second class staterooms, with four or six berths;
the panels are of mahogany wood, as is also the furniture.

The heating and ventilation of all apartments is electrically
operated, and each passenger may regulate at will the tempera-
ture of his own stateroom. All dining rooms, smoking rooms,
etc., are automatically heated and ventilated. When the tem-
perature is at a certain minimum or maximum the fans are
automatically set at work, either for cooling or heating the
air delivered into the accommodations.

There are two electric elevators at the disposal of the first
class passengers, going through four decks; a single elevator,
running through three decks, is to be used by the second class
passengers. Four hundred electric clocks are distributed
throughout the ship. There is one clock in each first class
stateroom. They are all regulated by the chief officer from
the navigating bridge.

Below the lower deck, as already stated, nearly the full
length of the ship is occupied by the machinery space, viz.:
279 feet by the boiler rooms and 148 feet by the engine rooms.

There are twenty cylindrical marine boilers, either single or
double-ended, made of semi-hard steel, designed to. work
under a pressure of 200 pounds per. square inch. There are
four boiler rooms, each having its own funnel, extending 112
feet above the grate bars, of elliptical section with diameters
13 feet 6 inches and 17 feet 5 inches. The total number of
furnaces is 120; the grate surface aggregating 2,600 square
feet and the heating surface to 101,100 square feet (ratio
1/38). The boilers are operated by the Howden forced draft
system, which is maintained by electrically-driven fans. The
ship carries 5,000 tons of coal in her bunkers for a single trip.

The four propellers are driven by four lines of shafting,.
each transmitting about the same power. The main turbines
consist of one high-pressure, one intermediate-pressure and
two low-pressure ahead turbines, and two high-pressure and
two low-pressure astern turbines. The engine room is divided
into three main compartments, the first two containing the
main turbines. In the first is located the high-pressure and
medium-pressure turbines driving the wing shafts and the
auxiliaries and the auxiliary condenser. In the forward
part of the engine room is the starting platform, connected
with the ahead and astern turbines, and from which all tur-
bines may be controlled. The starting platform is connected
by telemotors, telephones and telegraphs with the navigating
bridge. In the second engine room are the low-pressure tur-
bines and the main condensers, together with their auxiliaries.
In the forward part of this room is a small starting platform
acting on the inner shafts only when used for maneuvering
purposes. Under full load, at 240 revolutions per minute, the
shaft-horsepower developed was over 45,000, and the speed
obtained 25.9 knots.

Turbine casings are of cast iron, the rotors of fluid com-
pressed steel, as well as the disks; they have been machined

JUNE, 1912

out of ingots. The blading has been made according to
Parsons’ latest design, with the usual method of binding. The
shafts are made from steel ingots. The bearings work under
forced lubrication. ‘The high-pressure turbine alone weighs
120 tons, the medium-pressure 115 tons, each of the low-
pressure turbines 250 tons and the shafting about 150 tons.
The four bronze propellers of the four-bladed type are 13
feet 2 inches in diameter. The two main condensers have a
surface if 43,000 square feet.

The auxiliaries of the main engines are in duplicate in
order to meet the needs of such powerful machinery even if
one of the compartments should be flooded.

The electric plant consists of four 220-volt dynamos operated
by steam turbines, and supplies current for about 6,000 lamps
and for the forced draft and ventilating fans, and also for the
electric elevators, boat winches, cargo winches, capstans, etc.
The refrigerating plant, consisting of two machines, has been
so designed as to maintain a temperature of 5 degrees C. in the
cold chambers.

One of the most interesting parts of the ship is the chart
room and the navigating bridge. It may be called the brains
of the liner. In a large bridge house are located the compass,
the German hydro-electric steering gear, the Stone Lloyd’s
maneuvering gear for the ship’s watertight doors, and a plan
giving the exact position of the twenty doors, showing whether
they are closed or open. Owing to the long distance between
the bridge and the starting platform in the engine rooms,
special telegraphs have been used: First, ordinary telegraphs
of large size and in duplicate, then special telegraphs. When
an order is given from the bridge an electric lamp is lighted,
and then cut off when the engineer has answered the order.
This telegraph, which is practically like that used in naval
vessels, is in duplicate, both for the main engines as well as
for the low-pressure turbines driving the inner shafts, and is
used for maneuvering purposes. A similar telegraph is used
for transmitting orders to the after navigating bridge.

There are twenty lifeboats, 30 feet by 8 feet 3 inches, each
with a capacity for fifty-two persons, besides a whale boat and
a dinghy.

The crew consists of sixty deck hands, 260 engine hands and
275 stewards, pursers, stewardesses, etc. The accommodations
have been designed for 550 first, 450 second, 250 third and 800
steerage passengers.

The French Yrans-Atlantic Company has just ordered
another still larger liner, 821 feet in length, to be built in the
same yard, but the order is subject to improvements to be
carried out in St. Nazaire harbor, so as to enable the launch-
ing and drydocking of this new ship. At present the St. Nazaire
drydock could not take in a ship of that length, but this matter
will shortly be settled and the building started.

It is also practically certain that further improvements will
be made in the river Loire, where a channel 2,600 feet in
width, extending several miles in length, will be dredged to
a depth of 45 feet, therefore enabling large ships to enter or
leave at any time without the necessity of locks.
is pending before the Public Works for approval.

The matter

The United States battleship Texas was launched May 18
by the Newport News Shipbuilding & Dry Dock Company,
Newport News, Va. With all stores aboard the vessel will
displace 28,367 tons. The dimensions are 573 feet length and
95 feet 21% inches beam. The draft will be 28 feet 6 inches,
and the speed 21 knots. This will be the first ship in the
world to carry 14-inch guns, of which there will be ten, in
addition to which there will be twenty-one 5-inch rifles. The
vessel will be propelled by twin-screw triple-expansion engines
of the old type, developing 27,000 horsepower. The fourteen
watertube boilers will be fitted for burning either coal or oil.

INTERNATIONAL MARINE ENGINEERING > Di

Launch of the Imperator

The Hamburg-American Line steamship Jimperator of
50,000 tons was launched May 22 at the yards of the Vulcan
Shipbuilding Company, Hamburg.

ship afloat.

This vessel is the largest
Her length is about 900 feet and her beam 96

MODEL OF THE IMPERATOR

feet. Her engines are designed to develop 70,000 horsepower,
giving the vessel an average speed of 22! knots. The photo-
graph shown herewith is a view of a 20-foot model of this
ship.

Important Notice

Engineers, steam fitters, contractors and users of valves and
fittings are notified by members of the Manufacturers’ Stand-
ardization Committee that it would be inadvisable to specify
or order flanged fittings to the so-called 1912 United States
standard for standard weight and extra heavy flanges and
flanged fittings as adopted by the National- Association of
Master Steam and Hot Water Fitters, because this standard
has not been accepted as final by the manufacturers of flanged
fittings and valves, and will not be accepted until certain
necessary revisions have been made to suit the practical re-
quirements of all concerned. Although it is not generally
understood, there has been for some time a manufacturers’
standard for flanges and flanged fittings which has been
adopted by the leading manufacturers. This standard is the
result of many years of experience on the part of the manufac-
turers, engineers and large consumers. Therefore, any stand-
ard which would replace the existing one should necessarily
make as few changes as possible and then only where experi-
ence has proved the change absolutely necessary. This com-
mittee has already compiled a proposed standard bearing in
mind all the considerations above mentioned. Therefore it is
deemed advisable to maintain for the present the old practice
until a universal standard can be agreed upon.

At a public meeting, May 9g, under the auspices of the
American Museum of Safety, New York, Mr. Axel Welin, of
London, read a paper on boat installations and other life-
saving devices for safety at sea. The paper was devoted
almost entirely to a description of the Welin davit and the
methods of stowing lifeboats and the tackle for handling
boats, showing the development from crude methods to mod-
ern scientific apparatus.

Orders were received at the United States Navy Depart-
ment on May 18 for the scout cruiser Birmingham to steam
to the regions where dangerous ice floes and ice bergs menace
North Atlantic travel and remain there on patrol until further
orders. Wireless reports will be received from this ship twice
a day at the Navy Department, and they will be transmitted

through the Hydrographic Office to the steamship companies
using this route.

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

Old American Coasting and Sound Steamers—Part III

BY FRANCIS B. C. BRADLEE

The first line of Southern steamers from Boston was the
Boston & Philadelphia Steamship Company, which started in
1852 with two steamers called the Palmetto and City of New
York. Vhe Merchants & Miners’ Transportation Company,
running to Baltimore, began operations in 1854 with two
wooden side-whee) steamers built in Baltimore, the Joseph
Whitney and the William Jenkins. The former was 208 feet
by 33 feet by 17 feet, with a beam engine, cylinder 52 inches
in diameter by 11 feet stroke; the latter measured 205 feet by
31 feet by 11 feet, and also had a beam engine with a 56-inch
cylinder 9 feet stroke. These two boats were supplemented in
1859 by two others of the same type, but slightly larger and
constructed of iron, being among the first American iron sea-
going steamers. They were the Benjamin de Ford and S. R.
Spaulding, and were built by Harlan & Hollingsworth, at

line has always devoted most of its attention to freight,
although in the last two or three years they have run in the
summer months the fast turbine passenger steamers Harvard
and Yale.

Previous to the war of the Rebellion the water transporta-
tion business between Savannah and Boston was by sailing
vessels, regular lines of packets, for freighting purposes
mainly, running between this and other Southern ports and
Boston. In 1869 F. W. Nickerson & Company, of Boston,
established a steamship line on this route. Their first vessel,
the Oriental, was an iron screw steamer of 800 tons burden.
The Oriental made”the round trip in twenty days. The
Alhambra, a steamer of 700 tons, was added. Finally, in 1881,
the Boston & Savannah Steamship Company was organized,
and they bought from the Ocean Steamship Company two iron

STEAMER GEORGIA, 1849.

Wilmington, Del. They were used as transports during the
Civil War, and afterwards were sold and re-named San
Salvador and San Jacinto, and ran for many years from New
York to Savannah.

After the war the Merchants & Miners’ Line added many
screw steamers to its fleet, among them the George Appold,
built of wood at Philadelphia in 1864, 223 feet by 35 feet by 24
feet, with a direct-acting engine having a 56-inch cylinder by
42-inch stroke, and the William Lawrence, built of iron in 1869
by the Atlantic Works at East Boston (she is believed to be
the first iron steamer of large size constructed in Boston),
230 feet by 35 feet by 28 feet. To-day this line has one of
the largest fleets in the United States. The Boston & Phila-
delphia Steamship Company was absorbed by it a few years
ago.

The “outside” line between Boston and New York (Metro-
politan Steamship Company) was begun in 1866 with three
wooden propeller steamers that had previously been em-
ployed on Long Island Sound. ‘These were the Glaucus,
Nereus and Neptune, all alike, measuring 240 feet by 4o feet
by 17 feet, and having simple condensing engines, each with
two cylinders 44 inches in diameter by 36 inches stroke. This

NEW YORK AND CHAGRES (CAL.) ROUTE.

(FROM A LITHOGRAPH IN THE AUTHOR’S POSSESSION)

screw steamers, the Gate City and City.of Columbus (first of
the name). The former was 2,000 tons gross, 254 feet by 38
feet by 15 feet, with inverted two-cylinder compound engines,
the hull and machinery being constructed by John Roach &
Sons, at Chester, Pa., in 1878. The City of Columbus was
wrecked with great loss of life near Gay Head, Martha’s
Vineyard, in January, 1884, and soon after this the line was
bought out by the Ocean Steamship Company, who continue
it to this day, adding one fine steamer after another to their
fleet.

The first coastwise steamer worthy of the name hailing
from New York was the Robert Fulton. Morrison, in his
“History of American Steam Navigation,’ says: “She was
built in 1819 by Henry Eckford for Dunham & Company to’
run between New York and New Orleans, stopping on the
way at Charleston and Havana.

“The Robert Fulton was 700 tons burden, 158 feet long, 33
feet beam, 15 feet depth of hold; the paddle-wheels were 24
feet in diameter. The motive power consisted of a ‘cross-
head’ engine built by the Allaire Works, and having a cylinder
44 inches in diameter by 5 feet stroke. The connecting rods _
operated cog-wheel cranks on the water-wheel shafts, gearing

JUNE, I912--

into cog-wheels on a flywheel shaft, the wheels running on
each side of the cylinder. The boilers were of copper, placed
forward of the engine, with two smoke chimneys placed side
by side in front of the gallows frame.”

The Robert Fulton may be considered as one of the world’s
earliest seagoing steamers. She ran regularly between New
York and New Orleans, via Charleston and Havana, from

INTERNATIONAL MARINE ENGINEERING

243

journey to Europe. When this intention was revoked, she was
sent out under the command of Lieut. Robert B. Pegram, to
make what might be called “a voyage of announcement” of a
Confederate man-of-war to England. Her armament con-
sisted of only two 12-pounder brass guns. On Novy. 19, 1861,
when nearing the English channel the Nashville captured and
burnt the ship Harvey Birch, of New York, homeward bound

ATLANTIC COAST STEAMER QUAKER CITY, 1854.

April, 1820 (the date of her first voyage), until 1825, when, the
financial results obtained becoming indifferent, she was sold to
the Brazilian Government and her machinery removed. Her
usual time was as follows: New York to Charleston, 4 days;
Charleston to Havana, 4 days; Havana to New Orleans, 3
days.

After the Robert Fulton there were no Southern coastwise
steamers until 1832, when a concern called the Southern
Steam Packet Company was organized in New York, and ran
several small steamboats called the David Brown, William
Gibbons, Home, etc., to Charleston, S. C. These boats were
built on the plan of the Long Island Sound steamers, and
were unfitted to meet very heavy weather, the William Gib-
bons and the Home being lost near Cape Hatteras with great
loss of life. These disasters threw a damper over “deep-
water’ steam navigation, so that for several years there were
no coastwise steamers running out of New York.

In 1845, Spofford, Tileston & Company, of New York,
merchants largely engaged in the Southern trade, had built
by William H. Brown, of New York, a steamer called the
Southerner, a wooden paddle-wheeler, to ply between New
York and Charleston. She was about 950 tons, ror feet long,
30 feet beam and 14 feet depth of hold, having a side lever
engine with one cylinder 67 inches in diameter by 8 feet stroke.
The Southerner was followed by several steamers of slightly
increased dimensions called the Marion, Northerner and James
Adger.

Prior to the breaking out of the Civil War the best-known
and largest of the Charleston line steamers was the wooden
side-wheeler Nashville, built by William Collyer at New York
in 1853. She was considered at that time the fastest coastwise
steamer, and made one or more trips between New York and
Liverpool on the Collins Line in 1855. This steamer measured
1,220 tons gross, 215 feet by 34 feet by 21 feet, with a side-
lever engine having one cylinder 86 inches in diameter by 8
feet stroke. The Nashville was seized at Charleston by the
Confederate authorities soon after the fall of Fort Sumter.

She then remained idle until it was decided that she should
take Messrs. Mason and Slidell on the first stage of their

(ROM A LITHOGRAPH IN THE AUTHOR’S POSSESSION)

from Hayre. The news of this event created great excitement
in the North. After a stay of some length in England the
Nashville returned to Beaufort, N. C. She then made one or
two very successful blockade runnirg trips, and was refitting
in the Ogechee River (Georgia) in February, 1863, for a
second cruise to Europe when she grounded near Fort
McAllister, and the next day was attacked and burnt by the
United States monitor Montauk.

After the Civil War the New York & Charleston Steamship

AFTER-

NEW YORK AND CHARLESTON LINE STEAMER NASHVILLE, OF 1853.
WARDS A CONFEDERATE PRIVATEER. (FROM A LITHOGRAPH IN
THE AUTHOR’S COLLECTION)

Company operated three steamers called the Champion, Man-
hattan and Charleston. The former was an iron side-wheel
boat (one of the early examples of American iron shipbuild-
ing), built by Harlan & Hollingsworth in 1859 for Commodore
Vanderbilt’s line of steamers to the Isthmus. She was 1,850
tons gross, 242 feet by 35 feet by 26 feet, with two vertical
beam engines, having cylinders 42 inches in diameter by 10
feet stroke; paddle-wheels 30 feet in diameter. The Man-
hattan and Charleston were wooden side-wheelers somewhat
smaller than the Champion.

Steam communication between New York

and Savannah

was begun in 1848 by the New York & Savannah Steamship
Company, who ran for a short time two wooden paddle-
wheelers called the Cherokee and Tennessee. They were
about 1,250 tons each. The former was sold to the Law Line
of Chagres and Havana packets, and burned at her dock at
New York in 1853, and the latter was sold to the Pacific Mail
Steamship Company and lost near San Francisco, also in 1853.
After this various steamers ran to Savannah for shorter or
longer periods, the best known of which was the wooden pro-
peller R. R. Cuyler, built in 1859, 235 feet by 32 feet by 16%4
feet, fitted with an inverted direct-acting engine having a
cylinder 70 inches in diameter by 48 inches stroke.

After the Civil War, Livingston, Fox & Company, of New
York, who owned four wooden side-wheelers, the Rapidan,
Raleigh, Albermarle and Hatteras, all alike, each being 800
tons, 180 feet by 33 feet by 19 feet, with vertical beam engines,

244 INTERNATIONAL MARINE ENGINEERING

JUNE, I912

the war she was employed for a time between New York and
Bremen on the North American Lloyds line, and in 1867 she
was chartered to take a party of excursionists to the Holy
Land and Europe. Mark Twain was one of the party, and the
“Innocents Abroad” was partially written on board the
Quaker City.

What was known as the “Law Line” of steamers between
New York and Chagres (owned by Law, Roberts & Com-
pany), was started in 1849. This enterprise was given a great
impetus by the discoverey of gold in California, from the fact
that there was then no trans-continental railroad, and the
route via the Isthmus was the shortest way of communication
between the Eastern States and the Pacific Coast. They also
had a contract amounting to $2q0,000 (£59,600) a year from
the United States Government for the carriage of mails.
When the grand rush for California took place the most ex-

BOSTON-BALTIMORE STEAMER GEO. APPOLD, 1864.

having a 44-inch cylinder by 11 feet stroke, engaged in the
Savannah trade. An opposition line was run by Murray,
Ferris & Company, with two small, box-like, “sawed off”
wooden propellers, the Leo and Cleopatra. Both before and
after the Civil War the Southern lines of steamers had, in
proportion, a much larger passenger business than they do
to-day, for in those early days the Southern railroads had not
good reputations for rapidity or comfort, and after the war
most of them were for some time in an extremely demoralized
condition. About 1871 the various Savannah steamship inter-
ests were amalgamated into one company, now the. well-
known Ocean Steamship Company. They used the old boats
for a while, and afterwards added such fine ships as the iron
propellers City of Macon, first of the name (1877), City of
Augusta (1880), ete.

Another well-known steamer of the early days that ac-
quired quite a reputation for high speed was the Quaker City.
She was built of wood by Vaughan & Lynn at Philadelphia in
1854, and was 1,428 tons gross, 240 feet by 36 feet by 21 feet,
with one side-lever engine having a cylinder 88 inches diam-
eter by 8 feet stroke. This vessel was employed in many and
various trades, at first between Philadelphia and Charleston,
then she was chartered by the Collins Line after the loss of
the Arctic and Pacific, and made a number of voyages between
Liverpool and New York. Just before the Civil War the
Quaker City was running to Havana from New York; then
she was bought by the United States Government and used as
a man-of-war in the blockade of the Southern coast. After

(FROM A LITHOGRAPH IN THE AUTHOR’S COLLECTION)

orbitant rates of passage were charged, at one time being
as high as $600 (£123) first class and $300 (£62) steerage.
The first two vessels of the Law Line were the Ohio and
Georgia, built of wood at New York in 1849 by J. Simonson
and Smith & Dimon, respectively. The Ohio was 2,397 tons
gross, 248 feet by 45% feet by 24% feet, the Georgia being
2,695 tons gross, 255 feet by 49 feet by 25% feet. The engines
of both steamers were exactly alike, of the side-lever type,

constructed by T. F. Secor & Company, New York. Each.

engine had two cylinders, each 90 inches in diameter by 8 feet
stroke. There were four iron boilers, two forward and two
abaft the engines. The average speed of these vessels in good
weather was 12 knots. -

The largest and best known of the Law Line boats was the
Illinois, constructed in 1851 by Smith & Dimon. She meas-

ured 267 feet by 40 feet by 31 feet, and her machinery was of —

a then novel type to American engineers, and one that some-
how never recommended itself to them. It was built by the
Allaire Works, New York, and consisted of two oscillating
cylinders, each 85 inches in diameter by 9 feet stroke; diam-
eter of the paddle-wheels 33% feet. The Jllinois had four
iron return tubular boilers and her maximum speed was 13%
knots. On one occasion she ran from Chagres to New York,
1,980 miles, in 6 days 16 hours, being an average of nearly 12%
knots during the whole voyage. The Illinois was broken up at
New York in 1862. One clause in the United States mail con-
tract with the Law Line read that their vessels should be com-
manded by lieutenants in the United States navy, and it is

JUNE, I9I2

interesting to note that the captain of the Georgia was for
several years David D. Porter, afterwards admiral of the
United States navy.

These steamers connected on the Pacific side with the ships
of the Pacific Mail Steamship Company (then just started),
consisting of the Golden Gate, John L. Stevens, Tennessee,
Oregon, California, etc., all wooden side-wheelers. The Golden
Gate and John L. Stevens were the largest of these vessels,
the former was 2,030 tons gross, 205 feet by 4o feet by 22 feet;
the latter being 2,450 tons gross, 280 feet by 40 feet by 26 feet,
The machinery for both steamers was exactly alike, each set
consisting of two oscillating cylinders 85 inches in diameter
by 9 feet stroke.

The Pacific Mail Company had a hard time at first. Their
steamers found no‘ 1ing ready to receive them on the Pacific
Coast. The company was compelled to construct large work-

INTERNATIONAL MARINE ENGINEERING

245

beginning of their voyage their wheels were so deeply im-
mersed that the ship would not make over 8 knots.

The first line of direct steamers to New Orleans was started
by Livingston, Crocheron & Co. in 1854, with the wooden
paddle-wheelers Black Warrior and Cahawba. They were
built in New York, 225 feet long, with the usual vertical beam
engines. The Black Warrior went ashore on Rockaway Bar,
L. I., in February, 1859, and became a total loss. To take her
place the company built more ships of the same type but
larger—the De Soto and Bienville. They were in the Gov-
ernment service during the Civil War. After the war the best-
known New Orleans line of steamers was what was called the
Star Line, running the Evening Star, Morning Star, Guiding
Star and Rising Star, large wooden side-wheelers about 270
feet long, with beam engines. One curious fact about these
vessels was that, with the exception of the Rising Star, their

PACIFIC MAIL STEAMSHIP COMPANY’S GREAT REPUBLIC (1866), THE LARGEST WOODEN OCEAN STEAMER EVER BUILT

shops and foundries for their repair, and had also to build their
own dry dock, that of the Government at Mare Island not
being ready until 1854.

For a large portion of the early time the company had to
pay $30 (£6 5s.) per ton for coal, and once as high as $50
(£10 8s. 4d.). During the late 50’s there was great compe-
tition on the New York and Chagres line, Commodore Van-
derbilt running several of his steamers, the Champion, North
Star, Northern Light, Ariel, etc., in opposition to the Law
or United States Mail Line. At this period also took place
one of the most awful maritime disasters that ever occurred,
and that was the loss of the Central America ex Geo. Law,
belonging to the Law Line. She foundered during a severe
gale, Sept. 12, 1857, while on her way to New York via
Havana. About 423 persons were lost, and the general opinion
at the time was that the Central America was not in a sea-
worthy condition. :

Later on the Pacific Mail Company gained control of the
traffic on the Atlantic as well as the Pacific side. In the late
60’s and early 70’s the following steamers ran on the Atlantic
side: Henry Chauncey, Montana, Arizona, Atlantic, Baltic
(ex-Collins liners), etc., and on the Pacific line the Comstitu-
tion, Golden City, Colorado, Golden Age (formerly built to
run from New York to Australia), etc. All these ships were
large wooden side-wheelers, most of them being over 3,000
tons and over 300 feet long, and all except the Atlantic and
Baltic had vertical beam engines of large power. It is said
that when these large side-wheelers were heavily loaded at the

engines had all been in use previously in steamers on the
Great Lakes. The Evening Star foundered in a cyclone off
Tybee Island with great loss of life Oct. 3, 1866.

_The New York & Virginia Steamship Company was the
predecessor of the. present Old Dominion Line running to
Norfolk and Richmond, Va. Their first ships were the
Jamestown and Roanoke, wooden paddle-wheelers, built in
1851, each 1,070 tons gross, 218 feet by 32 feet by 16 feet, with
double beam engines, having two cylinders each 42 inches in
diameter by 10 feet stroke. In 1858 a larger ship, the York-
town, was added. At the outbreak of the Civil War the above
vessel and the Jamestown were seized by the Confederate
authorities, transformed into gunboats, being re-named
Patrick Henry and Jefferson, respectively. They took part in
the Monitor-Merrimac combat, and the Patrick Henry was
afterwards anchored in the James River below Richmond and
turned into a school ship for Confederate naval officers. At
the evacuation of Richmond she was blown up.

The Roanoke escaped seizure and continued in service in
the North, but curiously enough was also eventually destroyed
by the Confederates. In 1864 she was running as a mail
steamer between New York and Havana, and on Sept. 20,
while on her passage from the latter port, she was seized by
Lieutenant John C. Braine and a party of men belonging to the
Confederate navy who had come on board as passengers at
Havana. The regular crew and passengers were then trans-
ferred to a passing sailing vessel, and on Oct. 9 the Roanoke
was burned off Bermuda by the Confederates.

246

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

Launch of the Chinese Cruiser Fe: Hung

The Chinese cruiser Fei Hung was launched at the yard of
the New York Shipbuilding Company, Camden, N. J., on May
4. This ship, designed as a training ship for Chinese officers
and men, is in reality a protected cruiser of the following
principal dimensions:

Length between perpendiculars..... 320 feet.
Breeaahila, TONG 5 ocp00000000000000 39 feet.

Dende, sn@laledl c200000cccccc0c00000 22 feet 6 inches.
Meanvicl tattasermieccescectionttraarin 14 feet.
Displacemente (@DOUL) Reeeeneeeeer 2,600 tons.

Seal (AMO) co oocca0d09d000000000 20 knots.

The hull is divided into numerous compartments by water-
tight bulkheads and flats. A double bottom extends through-
out the machinery space, in which stowage is provided for
feed-water for the boilers.

The armament consists of two 6-inch rapid-fire guns, located,
respectively, on the forecastle and the poop decks; four 4-inch
rapid-fire guns on the upper deck at the sides (two just abaft
the forecastle and two just forward of the poop) ; two 3-inch
rapid-fire guns, on each side of the upper deck amidships; six
3-pounder guns, three carried on each side of the upper deck;
two I-pounder guns, located on the after end of the forecastle
deck, and two 18-inch revolving torpedo tubes placed on the
upper deck aft of amidships.

The vital parts of the vessel are protected by an armored
deck of the arched type, fitted in the vicinity of the waterline
and extending throughout the entire length of the vessel. The
coal bunkers are so arranged along the sides of the vessel,
both above and below the protective deck, as to give a maxi-
mum protection from gunfire. The ammunition for the large
guns is taken through armored tubes on its way to the guns,
and an armored conning tower is built on the forecastle deck,
while an armored tube protects the gear rods, etc., passing
from the conning tower to under the protective deck. The
searchlight platform and navigating bridge are located over
the after end of the forecastle bridge. A searchlight platform
is also fitted over the fore end of the poop. The 6-inch guns
are served by electrically-operated ammunition hoists. The
two masts are made suitable for taking a wireless telegraph in-
stallation of 200 miles range.

Accommodation is provided for a complement of 232 officers
and men. A large forecastle and poop are built above the
upper deck at the ends of the vessel, which provide accommo-
dation for the petty and warrant officers, etc., aft, and for the
captain and chief officers forward. Under the upper deck for-
ward and aft accommodation is provided for the ¢rew. The
galleys are placed in the casings on the upper deck amidships,
and the steam and other boats are carried on skid beams and
in davits along the sides of the upper deck. Under the pro-
tective deck forward and aft are placed the magazines, shell
rooms, storerooms, fresh water, fuel oil, etc. Cold storage for
the preserving of meats, vegetables and fish is placed above the
protective deck amidships. The ship is lighted throughout by
electricity.

The propelling machinery is of the Parsons turbine type,
with three lines of shafting. The turbines are arranged in
one engine room, as follows: Center shaft, one main high-
pressure turbine with extra stage for cruising purposes; star-
board shaft, one low-pressure turbine, one backing turbine;
port shaft, one low-pressure turbine, one backing turbine.
The astern turbines are fitted in the same casings as the
low-pressure turbines. By-pass valves are fitted around the
first expansion of the high-pressure for cruising purposes. All
the turbine bearings and shaft bearings are arranged for
forced lubrication, pumps being supplied for this purpose,

together with an oil cooler and tanks, etc. The shafting
throughout is of forged steel. The propellers are three-bladed,
the bosses and blades being cast solid of manganese bronze;
the center and starboard propellers turn right-handed and the
port turns left-handed.

There are two condensers—one in each wing of the ship.
They are cylindrical in form, with the castings built up of steel
plates and angles. The circulating water is supplied by two
pumps of the centrifugal type, driven by independent single-
cylinder engines; these pumps are also arranged to draw from
the bilges. The main air pumps are independent, direct acting,
two in number, one for each condenser.

The two evaporators have a combined nominal capacity of
9,000 gallons of water per twenty-four hours for boilers and
of 6,000 gallons of additional water in twenty-four hours.
The two distillers have a combined nominal capacity of 6,000
gallons of water per twenty-four hours. The evaporators
take steam from the main steam pipe, and the steam-head
drain pipes lead through, and by-pass, automatic traps, to the
feed tanks and main condensers. The shells of the evapora-
tors have connections for directing the steam into the distillers
and into the auxiliary exhaust pipe. The feed-water for the
evaporators is taken from the circulating pipes, after it has
passed through the distillers, and from the sea.

There are three boilers of the Thornycroft watertube ex-
press type located in two fire-rooms—two in the after and one
in the forward fire-room. The latter is fitted for burning oil
as well as coal. The water drums for these boilers were built
by the Continental Iron Works, Brooklyn. The total heating
surface is about 14,500 square feet, and the total grate surface
about 271 square feet. Air is supplied to the fire by three
blowers especially provided for that purpose. These blowers
are of the Sirocco type, designed and built by the American
Blower Company, Detroit, Mich. and are driven by Terry
steam turbines, built by the Terry Steam Turbine Company,
Hartford, Conn. These sets run at a speed of 1,220 revolu-
tions per minute, and are supplied with steam from 150 to 225
pounds, discharging against a back pressure of from 5 to 10
pounds. Each set is capable of supplying 30,0co cubic feet of
free air per minute against a static head of 3 inches of
water.

The oil firing system for this vessel was furnished by the
Schutte & Koerting Company, Philadelphia, as were also the
feed-water heaters. All of the relief valves were supplied by
the American Steam Gauge & Valve Manufacturing Com-
pany, Boston. The plumbing is by A. B. Sands & Son Com-
pany, New York.

It is estimated that $20,000,000 (£4,100,000) will be ex-
pended in the next five years for the development of the
harbor of Seattle, Wash. In addition to extensive terminals
now installed by six transcontinental railroads in this city,
the Seattle Port District, March 5, voted $8,100,000 (£1,670,-
oco) for the construction of dockage facilities, including
$5,000,000 (£1,030,000) for the acquisition of the site and
erection of six concrete wharves, 1,400 feet long and 150 wide,
accommodating forty large steamships at one time. This port
expenditure is for the purpose of instituting terminal facilities
similar to the Bush terminals in Brooklyn, N. Y., and the city
expenditures are to be duplicated by a New York corporation.
This company intends to erect seventy buildings, including
several six-story concrete industrial plants for the accommo-
dation of manufacturers, together with modern storage ware-
houses with every facility for handling raw and finished
products. Si Ly at)

JUNE, 1912

INTERNATIONAL MARINE ENGINEERING 24

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines,
Breakdowns at Sea and Repairs

Auxiliaries ;

Tightening a Loose Propeller

Reading Mr. R. C. Hill’s letter, “Fitting a Tail Shaft Ring,”
which appears in the current issue of the paper, brings to mind
an incident in my own experience of a few years ago. It was
on the Orinoco, a mail, passenger and freight steamer plying
between New York and the West India Islands. I was fourth
engineer at the time. It was sailing day, and we were just
about to leave the pier, when the second engineer, in working
the engines alternately ahead and astern, felt a slight jar at
each reversal, which he interpreted to mean that the prepeller
was loose on the shaft. The chief was called, and he, too,
worked the engines, but he professed to believe that the wheel
was not loose, and so we started the voyage, some of us in
doubt as to the outcome.
_ The first port of arrival was in the Island of Antigua, one
of the British West Indies. We were six days getting there,
and during that time all doubts about the wheel being loose
had vanished; even the chief changed his opinion and became
convinced that the propeller was loose in reality. We came
to anchor, and a consultation was held as to what was best to
do. The nearest dock was at the Island of St. Thomas, quite
a distance from Antigua, Finally it was decided to trim the
ship by the head, as described in Mr. Hill’s letter, and make
the attempt to secure the propeller again. The ship was

Oo
> @| ®@
5 fo) LINE TO
SECURE STANCHION
LINE FOR THE STANCHION USED
STAGING AS A RAM

77 PLANK PLATFORM
— : 2 : __WATER LINE

Pl ECE-OF-CANVAS-DRAWN—
UNDER THE PROPELLER

RIGGING FOR REACHING LOOSE PROPELLER

trimmed enough to just bring the propeller hub about level
with the surface of the water. A staging was built, or rather
slung, from the quarter-deck railings, from which we could
get at the wheel. As there were quite a few sharks swimming
around, a piece of canvas was run under the wheel and
secured to the staging at the corners, and a man was stationed
at each of the four corners of the staging to frighten off any
of the finny tribe that might venture too near.

The nut was found to have slacked back against the stop,
which stop had not been set up tightly against the nut, as it
should have been. The amount of slack was not great, but
enough to permit of the slight movement of the wheel on the
shaft as at first noticed at the pier in New York.

The shaft was 13 inches diameter, and the largest cledge
hammer we had on board was too small to make much im-
pression on tightening the nut. However, some one sug-
gested cutting out one of the ’tween deck’s stanchions—which

Boilers and

were about 3% inches diameter, and possibly to feet in sength
—and using it on end as a battering ram to tighten up on the
large nut. This was done. One of the engineers straddled the
shaft where it projected out from the nut, and bracing his
back against the rudder post guided the striking end of the
improvised “ram,’ while others of the crew raised up and
struck alternately blow after blow until the nut was up as tight

TION OF Rory,

a 9
e SAIREEE AHEAD ig x

WING NUT LEFT

STOPPER PLACED HERE HAND THREAD

SHAFT END PROTRUDING
FROM NUT

DETAILS OF PROPELLER

as the stanchion could make it under the attending citcum-
stances. A rope had been attached to the top end of the
stanchion and secured on deck in case of an accident, whereby
we might lose our “ram” in the harbor.

The stop was set up against a wing of the nut this time, and
that makeshift repair carried us back safely to New York,
where the ship was docked and the job properly done.

Scranton, Pa. CHARLES J. MAson.

Fire Extinguishing Apparatus

I have read with much interest the description in your
March issue of a new fire extinguishing apparatus. There
are some points in connection with this plant that will, I
think, be of interest to your readers.

The gas generated by plants of this type generally contains
about 10 to 11 percent of sulphur dioxide and about 9 percent
of residual oxygen. In the apparatus which you describe the
gases, according to your article, are diluted by the air in the
injection apparatus on the delivery side until the proportion
of sulphur dioxide is reduced to about 6 percent. The air
necessary to produce this amount of dilution contains 2t per-
cent of oxygen, and therefore a quantity of air has been added
sufficient to raise the percentage of oxygen in the gas that
has to be used for fire extinction from about 9 percent to over
14 percent. Now the oxygen in the atmosphere must be
reduced to at least 15 percent before the atmosphere is fire
extinctive. If, therefore, the gas used in this system is fire
extinctive at all it is only so to a very slight degree, it is
obvious that before this gas would have any effect in ex-
tinguishing a fire the whole of the air would have to be dis-
placed from the ship’s hold before the fire could be arrested.

If the sulphur dioxide apparatus which you describe gets
slightly out of order or the air valves are not properly ad-
justed, I think the plant would act as a fan to blow up the
fire and not as a fire extinguisher at all. The difficulty in
getting all gaseous extinguishers to work effectively lies in
their not being able to supply the fire extinctive gases :n the
large quantities that are absolutely necessary for this purpose.

248

Iam unable to understand from your article why the makers
should expect the gas to corrode the fans and not the parts of
the ship with which it comes in contact. AN ENGINEER.

Epitor’s Nore:—In reply to the above criticism the designer
of the fire extinguishing apparatus referred to has the fol-
lowing to say:

I am always glad to answer criticism from one who evi-
dently knows what he is talking about. In this case, however,
your correspondent is reasoning from false premises, due to
the fact that the article in question is not quite clear enough.

The apparatus described is designed for two purposes—fire
extinguishing and fumigating. When used for fire extinguish-
ing the full strength of the gas, say 15 percent or more, is
used; the injection device on the delivery end is used only
when it is desired to use the gas for fumigating. The testing
instrument used in connection with the apparatus will show at
once the required strength of the gas.

Furthermore, the manner of introducing the gas by this
method precludes the possibility of mixing the gas with the
air of the hold because of its greater specific gravity than air.
The gas goes to the bottom, and as the space fills up the air is
simply boosted upward and out. If we were simply talking
from theory there might be room for discussion, but these are
facts ascertained from practice.

A very good opportunity to observe the action of this gas in
a ship’s hold is when we fumigate the empty hold of a ship.
I have often on such occasions left the hatch cover off for a
time and looked down. The gas will form in the bottom of
the hold as one may have seen a dense fog in a valley in the
early morning with the atmosphere perfectly clear above

I must also take exception to another point in your cor-
respondent’s criticism, namely, as to the percentage of gas
necessary to stop combustion. I have seen a 5 percent gas
knock down flame and stop active combustion and thus bring
the fire under control; we, however, advocate the use of a

I5 percent gas, and this we have maintained for twelve
consecutive hours without appreciable variation with our
apparatus.

The interesting question which is raised in regard to the
action of the gas on the blower in other apparatus I would
answer in this way: ‘The air used in the furnace contains, of
course, the ordinary percentage of moisture, which by the heat
of the furnace becomes steam; in the cooling of the gas before
it leaves the apparatus this steam is condensed to water; the
well-known affinity of water for SO. gas causes this water to
absorb enough gas to become sulphurous acid, which passes
through the blower, and what remains in the pump or blower
‘is what does the damage. In this apparatus this acid can be
drained off and never reaches the ship, and, of course, in this
apparatus it does not pass through the blower, as only air
passes through the blower. The reason, however, why sul-
phurous acid will destroy a blower and yet not damage the
ship lies in the fact that corrosion of metals by acid is due to
rapid oxidation, which only takes place, as in the case of a
pump or blower, where the surfaces are continually wiped
clean by the action of the machine. This condition does not
prevail in the hold of a ship even should some acid reach
there. At any rate, I have never found during many years’
experience any damage done to a ship from this cause, but I
have found blowers eaten to such an extent as to be inopera-
tive, and this is usually discovered about the time you want to
use it. Paut H. Grimm.

Unaccountable (?) Mysteries

No one who has been to sea in the engine room, or about
“engines ashore, but will have bucked up against the mys-
terious. Strange sounds that could not be accounted for in
the main engine, or some erratic action of an auxiliary, or

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

something that seems utterly inexplicable, is pretty sure to be
met to set one wondering and thinking. '

I used to almost think and worry my hair off in trying to
account for noises, but I got so after a while that I did not
fret myself so long as there was water in the gage glasses and
no bearings hot. What makes me provoked is that time and
time again I start in after a mystery and am ashamed of
myself when I find it out, as it is always very simple after one
knows the cause.

I was working over on a river, across the water, where at
that time you could get a fight any Saturday night if you just
called out “boil the bell” to any of the lads who were working
at the yard below us. I wonder if any of'your older readers who
hail from the other side can remember the following story:

A ship came in for repairs, and some “prentice” lads were
set to painting, which did not seem to please for some reason,
so to do a good job they painted everything in sight, including
the ship’s bell. They gave it several good coats, at which
the captain became proper mad when he saw the work and
complained about it, and the men were set to work scraping
the bell. But it was slow work, so someone proposed to unship .
the bell and boil it. This was done, but for some reason this
treatment took the life out of it and made it sound as dead
as a door nail, and another jolly row arose again. All hands
got to guying the yard about the bell, and pretty soon it got on
their nerves, as they say over here, and it was not safe to
mention boiling a bell unless you had a chance to run for it,
or wanted to put up your “dukes.”

Well, I got off my story about mysteries. We had just fitted
up a tramp, which was rather a high-toned affair for its class,
and I was detailed to look after indicating the engine on her
first run. The engine designer was aboard. I think it was the
first “triple,” so he was keen after the cards. After we got
things going well I took cards from the high and intermediate,
and they were very good, but when I came to the low I got a
good card from the bottom end but: never a line from the
top. I got the designer below, and he went wild and just
handed it out to the erecting boss, who handed it back, but
no one could say what the trouble was, and the designer and
the erecting boss did not speak the rest of the trip.

The indicator piping was a good-looking job, such as is
usually put up, and I could see no reason for the mystery, and
it troubled me no end. I thought that the indicator steam
passage must not have been drilled through; but all hands
swore that the work had been done properly, and to clinch it
one of the drafting room force had a photograph made of the
low-pressure cylinder, and it plainly showed the drilled hole,
so I was, so to speak, still at sea.

One afternoon I was working about the erecting floor, where
there was an engine about done, and the lagging gang came
along to start the lagging. The gang boss had a big sheet of
thick detail drawing paper, and he proceeded to lay it on
the cylinders and cut out for the bosses and openings, so as
to make a template to cut his sheet metal to. To do this he
had the paper held to the cylinders, and he took a hammer and
peaned around the bosses and holes, cutting the paper on the
edges of the metal by the blows. I was watching him, when
suddenly it came to me what was the cause of the mystery of
the top end of the low-pressure cylinder, so I kept a sharp
lookout, and sure enough when he peaned the paper at an
opening a little circle like a gun wad was cut out, and it some-
times remained in the hole, and no doubt but that in the hurry
to get the work done the wad was left in the top end indicator
opening, and it, of course, acted like a blind gasket. I got hold
of the “second” when the tramp next made port, and he told
me that he got cards all right from the low, and he had
noticed that when cleaning his indicators the one he used on
the low was stuck up with some messy pulp, which was no
doubt the remains of the mystery, CoupPLine.

Port Antonia, W. I.

JUNE, 1912

INTERNATIONAL MARINE ENGINEERING 249

Review of Important Marine Articles in the Engineering Press

The Raising of the Wreck of the United States Battleship
Maine—tvThe official report of the preliminary operations of
the raising of the Maine contains all details of the plans and
carrying out of the same up until the completion of the coffer-
dam. Complete data of the most important part of the under-
taking, with an account of the hurricane that hindered the
work the latter half of October. 5,100 words.—Engineering,
March 15.

Making Wax Models of Vessels—An illustrated descrip-
tion of the process of making models in wax for towing in
the model tank of the British Government in the National
Physical Laboratory at Teddington. The process, briefly
stated, is as follows: The wax being first heated in a tank
capable of holding about 1% tons and the impurities being
removed, the rough mold for the model is cast. Upon being
cooled the top side is planed perfectly smooth and then
turned upside down to permit the cutting of the water lines in
the body of the model. This is done by a rotary cutter
guided by a pointer run over the lines of the ship and magni-
fied in transmission to the size of model desired. With the
water lines all cut, the rough places between are smoothed
away until the model is fair. As a check upon this last opera-
tion a second series of cuts is made at the transverse stations.
A verifying gear enables the form of the model to be traced
back upon the drawing, thus proving the closeness of the
similarity of the two. 1,400 words. Photographs and draw-
ing.—The Marine Review, March.

The Case Against Increase in Caliber of Naval Guns—An
editorial review of a paper by Count Alessandro Pecori
Giraldi, director of the Armstrong Works, Pozzuoli, which
was read at the first Congress of Italian Naval Architects and
Mechanical Engineers, held at Rome, Nov. 11.to 13. The
Count is not adverse in his opinion to larger caliber guns con-
sidered per se, but when the necessary larger displacements
must be arranged he endeavors to show that present large
caliber guns are large enough. His principal argument is
based upon a series of tests of armor and armor-piercing pro-
jectiles made with Krupp cemented steel plate. These tests
showed that 12-inch projectiles of the 1910 model could pierce
16.1 inches of armor at a range of 4,400 yards and 12.6 inches
at 7,700 yards; these figures applied to normal firing. Since
these ranges were considered a maximum for effective firing
in actual battle, and since the maximum armor belts of battle-
ships now built and building were 12 inches, this size gun was
considered sufficiently effective. Other considérations touched
upon were weight involved and ease of serving of guns of the
different sizes. 1,800 words.—Engineering, January 19.

Motors for Lifeboats—The use of motor-driven lifeboats is
becoming more general, there being at present nineteen in
service on the English coast. This article describes the pe-
culiar conditions of the service, the unusual requirements for
motors so used, and a description of the boats now in use,
together with tabulated data of the same. The latest views of
Captain Holms, chief inspector of lifeboats of the Institution,
and Mr. Small, his technical assistant, are given on the
qualities required in the engines and their fitting up. Some of
the most interesting and unusual of these are: Number of
cylinders to be in all cases limited to four: no aluminum used
in any part; reliability run for every engine of twelve hours
without being touched; carburetor and magneto to be placed
high, low-tension magneto preferred; valves to be on opposite
sides with separate camshaft for each set; ability to run while
boat is hauled up on slip with inclination of 1 to 4 longi-

tudinally; ability to run while boat has a list of 25 degrees
either way or a momentary list of 45 degrees, and, finally,
that an arrangement be installed to automatically cut off
ignition if the boat is heeled to an angle of 60 or 70 degrees,
so that if the boat is capsized engines will not continue run-
ning and leave crew in the water. It is admitted that if any-
thing happens to the motor when on active service very little
more than adjusting a plug can be done by lifting a flap and
protecting the opening with a dodger. If the trouble is more
than this it is simply let alone, and masts and sails are raised
or oars put out and the best progress possible made under the
old conditions. Illustrated by photographs of the different
motors used. 5,800 words.—The Engineer, March 1.

Internal-Combustion Engines for German Fishing Boats.—
By F. Romberg, Charlottenburg. A review in English of this
rather extensive German paper. The principal object is to
show the development within the last five years of German
engines for use in the fishing service. Previous to that time
this field was supplied by foreign makers, either English,
Swedish or Danish. Since then a very acceptable engine has
been manufactured by the Gasmotorenfabrik Deutz, which
is described in detail in this article. Illustrations of the
engine, assembled and in detail, are shown, together with
important designing and operating data. As to principal
characteristics, it may be said to be a four-cycle, two-cylinder
engine, with cylinders 200 millimeters diameter and stroke of
240 millimeters, running at 340 revolutions per minute. This
gives a piston speed of about 540 feet per minute. Mean
effective pressures have run as high as 61.7 pounds per square
inch. Only in Diesel engines has this been higher. Since the
pressure at the moment of explosion runs up to almost 750
pounds per square inch all important parts must be made
heavy. Weight is not prohibitive in this service, but the main
consideration besides simplicity is small space required. That
this is realized is well shown in a drawing of a general ar-
rangement accompanying. Other motors in use in this service
are very briefly mentioned in the review. 1,900 words.—
Engineering, March tr.

Semi-Diesel Engine on the Yacht Mairi—A practical ex-
periment by the Marquis of Graham upon this type of engine,
which he has fitted to a private yacht and will run tests
thereon, for the purpose of obtaining data upon points of
design and performance with a view to finding the most suit-
able type of motor for oil consumption. This engine differs
from the Diesel in having compression limited to 150 pounds
per square inch and explosion pressure never greater than 300
with the lighter oils, and it is said never to exceed 200 pounds
when using heavier oils, such as the Texas or Solar. A com-
bustion chamber is needed for the starting of the engine, but
after the first few minutes the heat of the cylinders is suf-
ficient for ignition, and the usual Diesel cycle, with the
exception of the excessive pressures, is gone through with.
The engine works on the two-cycle principle, and has four
working cylinders with a two-stage air compressor working
off a fifth crank. It is reversible, and in recent runs has
shown its ready maneuvering qualities. The cylinders are 9
inches diameter and 13 inches stroke, with designed speed of
350 revolutions per minute. The primary balance is complete,
as shown by the fact that its running without vibration at 400
revolutions per minute. The motor yacht in which this engine
is installed is 85 feet over all, with steel hull designed to
highest class of Lloyd’s Yacht Rules. On trial the Mairi made
10.3 knots, the engine turning the normal number of reyolu-
tions and developing 130 brake-horsepower. At this speed the

250

oil tanks have a capacity providing a cruising radius of 1,000
sea miles. Illustrated with photographs and
drawings.—Engineering, February 23.

2,600 words.

The Towing Machine—By Mr. Thomas W. Wilson. A
paper read before the Institute of Marine Engineers Feb. 26.
After explaining the need of such a device as the towing
machine, due principally to the short life of hawsers without
them, the author enters into a detailed description of various
makes of towing machines as used in the American coasting,
and to a less extent, in the foreign trade. While the manila
hawser answers to a limited extent, the need of a spring
between tug and tow, the great strain endured and exposure,
render its life short, and after one trip its useful strength is
much diminished. The towing machine is in itself a large
winch, which receives the towline wound on the drum, the pull
on the line being taken up by the pressure in the cylinder. The
elasticity of the steam utilizes the load and enables the tug to
make better time with the same load by automatically taking
in or paying out the line as the pressure decreases or in-
creases, respectively. The author describes in some detail the
Shaw-Speigell machine, which was perhaps the earliest form
used. A very complete analysis of the type manufactured by
the Chase Machine Company follows, together with drawings
and photographs. 3,900 words.

Modern Ore Handling Plant—For the past two years the
Pennsylvania Railway has been building a new ore-handling
plant at Cleveland, Ohio. The growth of the Lake freight
steamship made the previous docks undesirable, and so the
new yards were begun on the outer harbor in the west break-
water. Approximately 1,000,000 cubic yards of filling were
required to make the new land 1,850 feet long by 850 feet
wide. The dock consists of a double row of 40-foot concrete
piles supporting a concrete superstructure reinforced with
85-pound rails. The ore unloading machinery placed on top
of this consists of four 17-ton Hulett unloaders and a 15-ton
ore stocking and rehandling bridge. It is expected that when
completed this will be the most complete ore handling plant
on the Great Lakes. It is expected to be ready for operation
at the opening of navigation this season. The article shows
plans and photographs of the work and a complete description
of the method of building and the method of working when
completed. Making and driving of the reinforced concrete
piling, operation of the Hulett unloaders and the ore conveying
bridge receive detailed attention. The whole plant, including
the handling of cars near the unloaders, is operated by elec-
tricity, a special power plant being provided. 4,500 words.—
The Marine Review, March.

One Thousand-Horsepower Tzwo-Cycle Diesel Engine-—The
engine mentioned in the title and others manufactured by
Messrs. Sulzer Bros., of Winterthur, are briefly described in
this article. Although both two-cycle and four-cycle Diesel
engines are made by this firm, the general pattern for both is
the same. For powers up to 700 horsepower and for stationary
plants the four-cycle type is recommended in preference to
the two-cycle; the former does not require scavenging, but
its flywheel is more than twice as heavy as that for a two-
cycle engine of equal power. The use of two-cycle engines for
powers greater than 700 horsepower requires a separate
scavenging pump; but this forms a comparatively less im-
portant feature from the purely practical standpoint for the
larger engine, because it does not supply compressed air at
high pressure. There are given illustrations and descrip-
tions of a 200-horsepower, four-cycle Diesel engine running at
375 revolutions per minute, a 1,000-horsepower, two-cycle
Diesel running at 150 revolutions, and a two-cycle, six-cylinder
marine Diesel engine. Following these is a statement of fuel
consumption at reduced loads taken from exhaustive tests,

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

showing that for reduction of power to one-fourth normal,
fuel consumption per unit of power rises only 14 percent.
1,700 words.—Engineering, March 8.

The Marine Oil Engine—A lengthy editorial on the present
state of development of the marine oil engine, its problems
which are most pressing for solution, and the tendencies of
owners and builders toward favorable action for the new form
of propulsion. Plans seem to be formulated too quickly for
engines of large size of this type. For, while designs are said
to have been made for battleship installations, the highest
power yet developed in one cylinder is 2,000 horsepower, and
that not without difficulty. There is now in course of con-
struction by the Messrs. Krupp an engine to develop 3,500
horsepower; but this is done in twelve two-stroke cycle cylin-
ders, which could scarcely be said to point to higher powers
in the near future. The editors hold that the most useful
thing to be done at the present time is the careful consideration
of the mechanical difficulties encountered and the decision,
from data obtained in experience to the present day, of such
questions as the best type to use of the two or four-cycle,
single or double-acting engine. Another question of im-
portance to the marine engineer is that of auxiliary machinery.
This has been met temporarily in several ways, but there is
much to be learned as to which of these is most practicable.
The question of obtaining oil fuel at reasonable prices is ap-
parently not considered of prime importance by owners who
are rapidly installing oil-burning systems under steam boilers.
With the added experience of a year or two regular running
free from breakdowns, these same men might be persuaded
to install oil engines. For such reasons as these progress
should be made slowly but surely at this time, when observa-
tion is critical. 3,400 words—Engineering, March 8.

On the Wider Adoption and Standardization of Watertube
Boilers—By Mr. E. M. Speakman. A careful study of boiler
installation requirements with the object of showing that
watertube boilers could be advantageously considered for
many ships not now using that type of steam generator. The
author gives tabulated data showing types of boilers adopted
by different navies, percentage of total boiler weights to dis-
placement weights of vessels of different classes, structural
data, including space required, weights and capacity of several
types of watertube and cylindrical boilers. Drawings and pho-
tographs of the different types are shown, and in an appendix
are carefully worked out problems in boiler design showing
saving in weight and space of installations of watertube in-
stead of cylindrical boilers. Throughout the paper reference
is made to the gradual elimination of the differences in types
and the increasing standardization of parts. This is most
strikingly shown in the more concentrated use of a few well-
known types whose excellence is becoming widely known.
The article, which was a paper read before the Institution of
Engineers and Shipbuilders in Scotland, gives much excellent
data for general computing of boiler plants for marine work,
and while of sufficient length to be given in three sections, all
its paragraphs are well packed with useful information in the
minimum of space. 12,000 words—The Engineer, March 1,
8 and 15.

Wireless Telegraphy.—By Mr. John McLaren. Since wire-
less telegraphy has been so generally introduced in the mer-
chant marine, a thorough understanding of its principles and
operation is becoming more and more a necessity to the marine
engineer. With the purpose of covering just this field, Mr.
McLaren has prepared a very complete paper on the subject,
and has furnished some interesting and instructive facts and
figures on the Marconi system as commonly used in the British
merchant marine. The apparatus described is illustrated by
photographs and drawings. 8,350 words.—Transactions In-
stitute Marine Engineers, March.

JUNE, I912

Published Monthly at

17 Battery Place
By ALDRICH PUBLISHING COMPANY, INC.

New York

ALDRICH, President and Treasurer
A. and M. E.

Jal, I

Assoc. Member of Council, Soc. N.
and at

Guise St., Finsbury Square, London, E. C.

E. J. P. BENN, Director and Publisher
Assoc. I. N. A.

HOWARD H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,

Mass.

Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

Changes to be made in copy, or in orders for advertising, must be in
our hands not later than the 15th of the month, to insure the carrying
out of such instructions in the issue of the month following. If proof
8 to be submitted, copy must be in our hands not later than the toth of
the month

When it was predicted in these columns over six
months ago that a revival in shipbuilding in the United
States was about to occur, many of the business men
in the marine field, who had suffered seriously from
the recent depression in American shipbuilding, were
reluctant to accept this prediction. To-day, however,
those who are in close touch with the shipbuilding in-
dustry realize that this prediction has already been
substantially verified, and that as soon as Congress has
definitely settled the question of Panama Canal tolls
in a just and equitable manner the activity in shipbuild-
ing will assume far greater proportions than have been
expected. Since the first of the year orders have been
placed with United States shipbuilders for over 110
steamships of various classes. With one exception,
these are all for coastwise trade. One steamship com-
pany has placed orders for 80,000 tons of shipping dur-
ing the last six months, an order which has never be-
fore been equaled in American shipping history.
Nearly all of the large shipyards on the Atlantic Coast
have enough work on hand at the present time to keep
them running at full capacity for more than two years.

INTERNATIONAL MARINE ENGINEERING 251

In some yards it is impossible to place an order for de-
While the present
there are still big-

livery inside of eighteen months.
condition is extremely satisfactory,
ger prospects awaiting the decision of Congress in re-
gard to the question of Panama Canal tolls, which will
be an important factor in determining the immediate
future of American shipbuilding.

In matters pertaining to inland navigation, and more
particularly to ocean navigation, all maritime countries
in the world are becoming more dependent upon one
another, as far as methods of development are con-
cerned. Water-borne commerce itself has experienced
a tremendous growth during the last few decades, and
there is every prospect of a still more marvelous growth
in this direction in the immediate future. As over-
sea and inland water-borne commerce develops, how-
ever, there is imperative need for improvement in all
matters related to navigation. For this reason the
work of the International Congress of Navigation, a
brief account of which is given in this issue, becomes
of great importance; for here the ablest minds in the
engineering profession from practically every maritime
country in the world contribute their quota of practical
experience in carrying out such work. The subjects
considered naturally fall under certain heads, such as
the improvement of inland waterways and ocean har-
bors, the practicable dimensions of such waterways and
their relative effect upon the size of vessels, the types
of construction used in such work, the mechanical
equipment of ports and various other problems relating
to the safety of navigation and the economy of water
transportation. The first conclusion reached in the
consideration of nearly all of these problems, how-
ever, is that no steadfast and uniform rule or method
of development can be adopted, because the natural
conditions differ so much in nearly every case that each
problem must be considered by itself, so that its par-
ticular requirements can be met. ‘This is particularly
true in matters relating to inland navigation, although
in ocean navigation more uniformity can be reached,
as practically the same or similar means of transporta-
tion can be used in almost every port. But in what-
ever aspect, on account of the varied natural conditions
in different parts of the world, any of these problems
is presented, there is always something to be gained
from the experiences which others have had in work-
ing along similar lines, and in the end certain features
which have proved successful under somewhat dif-
ferent conditions can be adapted to the problem in
hand. ‘Therefore, the International Congress of Navi-
gation, while it cannot establish fixed standards which
can be followed in all places and under all conditions,
can, by furnishing a vast amount of practical infor-
mation on what has been done in matters pertaining to
navigation, become a valuable source of information
and serve an eminently useful purpose.

252

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

Improved Engineering Specialties for the Marine Field

Sheath Screw Davits
A simple mechanically-operated davit for handling lifeboats
on board ship has been invented and placed on the market by
Mr. H. F. Norton, chief draftsman of the hull department of
the Newport News Shipbuilding & Dry Dock Company, New-
port News, Va. By simply turning a crank at each davit the
boat 1s raised from its chocks on the deck and swung out from

SHEATH SCREW DAVIT IN STOWAGE POSITION

the side of the ship, when it can be lowered in the ordinary
manner by the use of falls handled either from the deck of the
ship or from the boat itself. The construction of the davit, as
shown in the illustrations, is very simple. The davit arm is of
structural steel; it swings about a fixed pivot which is sup-
ported at the gunwale of the ship. The movement of the davit
is obtained from a tobin bronze screw operating in a sheath

SHEATH SCREW DAVIT SWUNG OUTBOARD

of steel pipe. The screw is supported by a structural steel
frame. It is thus seen that the pivot for the davit is sup-
ported at a point where the structure of the ship is naturally
strongest, and most of the fore-and-aft stresses are taken up
at this point. The athwartship channel on the deck may be
readily supported on top of a wood deck, or where desirable
it may be incorporated with the deck frame. For instance, on

the navy colliers building at the Maryland Steel Company
these davits are being installed with the framing attached
directly to skid beams.

One of the most striking advantages of the sheath-screw
davit is that in stowage position the screw is completely in
closed in the sheath. The sheath may be filled with grease by
removing a small plate at the end, and although left almost
indefinitely the screw will be thoroughly lubricated whenever
the davit is used. It is by the same means protected from
clogging with dirt or ice. It will be noticed that there are no
guide sheaves of any kind for the falls. The davit being
pivoted to one side of the boat chocks naturaily lifts the boat
clear of the chocks as it begins to swing out. This davit in-
volves no complicated mechanism, so that anybody who has
ever turned a crank or worked a pulley block can launch the
boat successfully, whether he is a sailor or a “landlubber.”
These davits have already been fitted on the New York &
Porto Rico Steamship Company’s steamer /sabella, and are
being fitted on the navy colliers and American-Hawaiian
steamers now building at the Maryland Steel Company, Spar-
rows Point, Md. They are also under consideration for
various other vessels building and for installation as auxiliary
boat equipment for vessels now in commission.

The Lundin Decked Life Boat

A new type of lifeboat has recently been thoroughly tested
by the United States Steamboat Inspection Service with very
favorable results. The boat is the invention of Capt. A. P.
Lundin, president of the Welin Marine Equipment Company,
Long Island City, N. Y., who are the manufacturers of the
boat.

As shown by the illustrations the boat is built practically
on the lines of a Norwegian skiff, with the exception that both
ends of the boat are alike. The lines therefore insure by
experience a seaworthy boat, which can be easily rowed, sailed
and maneuvered when loaded to its greatest capacity. The
hull has a flat bottom with rounded ends and flat sides. It
is constructed of galvanized iron or other metal, the only
woodwork used being the reinforcement over the gunwales,

LUNDIN LIFEBOAT LOADED TO FULL CAPACITY

the thwarts, the folding sides and ends above the fixed gun-
wale, besides light Balsa wood fenders on each side of the
boat and small raised decks forward and aft.

The type of construction used in the boat is shown by the
’midship: section. A watertight metal deck is fitted throughout
the length of the boat, so that the lowest point of the deck is
about 3 inches above the waterline when the boat is loaded
to its full capacity. The space underneath the deck is sub-
divided by transverse watertight floors into a number of
watertight compartments, one of which is fitted with a man-
hole plate for storing provisions, etc. Thus the boat is in
reality a double bottom boat with numerous watertight com-

JUNE, 1912

partments, so that it is practically unsinkable, and, due to its
broad beam and buoyant fenders, is practically non-capsizable.
The deck is provided with a self-bailing arrangement, by
means of a suitable number of drain pipes fitted through the
bottom of the boat, so that any water shipped in a rough sea

INTERNATIONAL MARINE ENGINEERING

253

large and extremely light Balsa wood fenders secured to the
sides of the boat, and also to the fact that the watertight sub-
divisions in the hull, located to the best advantage, provide a
greater amount of reserve buoyancy than is available in a
regular lifeboat.

GENERAL ARRANGEMENT OF LUNDIN LIFEBOATS, ONE STOWED ABOVE THE OTHER

will run out while the entrance of water from outside pres-
sure is prevented.

For the accommodation of passengers the space above the
deck is fitted with thwarts. and side benches on top of the
fixed gunwale. The sides above the thwarts are made of
wood, and are so arranged that they hinge down flat on top
of the fixed gunwale, so that they can be raised in a second
and automatically locked in place by means of sliding braces;
protecting boards are then dropped into the ends. Oar locks
are provided at each side, and a steering oar lock on each end.
A wooden leeboard can be dropped in a pocket between the
fender and the side of the hull on either side, so that the boat
can be handled under sail. Water tanks are secured under
the fore-and-aft thwart, one on each side amidships, and the
spaces between the metal deck at each end of the boat provide
a convenient place for storing various provisions and lifeboat
equipment. The oars are secured with brackets on the outside
of the folding sides, and masts can be secured to the top of
the fenders, so that the inside of the boat is entirely unen-
cumbered for occupancy by the passengers and crew.

The boat shown in the illustrations is 28 feet long over all.
8 feet beam of the hull proper, and 9 feet 6 inches beam over
the fenders. The depth from the bottom to the fixed gunwale
is 2 feet 8 inches and the depth to the top of the sides when
raised 3 feet tr inches.. The capacity is sixty persons. For
a given length of hull the manufacturers claim that these
boats have about 20 percent more capacity than the regular
type of lifeboat, and, inasmuch as when the hinged sides are
folded down two can be conveniently stowed within the same
space one above the other, in a given deck space of, say, 28
feet it would be possible to take care of 120 persons instead
of only 50, which is the maximum carrying capacity of a
28-foot lifeboat of the regular type.

One of the most important features of the boat, however,
is the stability and seaworthiness, which were thoroughly
demonstrated at the test by the United States Steamboat In-
spection Service. After loading the boat with sixty-two
people the increased draft amounted to less than 5 inches
more than when the boat was empty. Consequently, as can
be seen from the photograph, there is a very substantial free-
board, exclusive of the folding sides and ends. By crowding
the entire load to one side of the boat it was found impossible
to bring the fixed gunwale below the waterline. The reason
for this great buoyancy and stability is due principally to the

Circulating Test of a Robb=Brady Scotch Boiler

The Robb-Brady Scotch boiler is a modified form of the
standard Scotch marine boiler, with changes from the stand-
ard form which, it is claimed, greatly increase the circulation.
The heating surfaces are arranged as in the standard form,
and there are the same internal furnace’ flues, but there are
two smaller shells, one above the other, in place of the large
one, and an annular circulating passage is formed at the front
end by the use of a plate beneath the front neck. This plate
guides the cooler feed water around the shell, discharging it

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beneath the furnaces at the front. The water is heated while
passing around the furnaces and among the tubes, and enters
the steam drum by the rear neck.

The claims for positive circulation, made by the builders,
were thoroughly tested a short time ago at the Sewerage
Pumping Station, Framingham, Mass. The Robb-Brady boiler
at this plant was equipped with thermometer oil wells, so that
the temperature could be noted at four points as follows:
At the top of the shell near the front end, at the top of the
shell at the rear just over the combustion chamber, at the
front and rear close to the bottom.

With water in the boiler at about 80 degrees the fires were
started and readings of all thermometers taken. every five
minutes. As was expected the temperature of the water at the
top of the shell increased steadily until the boiling point was

254

reached. At the bottom the temperatures increased very
slowly up to the time the upper thermometers indicated the
boiling point. Then the lower thermometers showed a sudden
rise; they jumped to within a few degrees of those at the
top. From this time on all four kept within a few degrees
until 100 pounds pressure was reached, at which time practic-
ally no difference could be noted at the four points, showing
that the circulation was positive and rapid.
under patents held by the Robb Engineering Company, Ltd.,
of South Framingham, Mass., and Amherst, N. S., Canada.

A New Type of Lifeboat Davit

A new type of davit, which involves some unusual features,
has just been placed on the market by the McVeigh, Dougherty
Derrick Supply & Equipment Company, Philadelphia, Pa.
The davit is built to swing a boat loaded to its full capacity
of passengers far enough from the ship’s side to overcome the
possibility of the boat’s being smashed against the side of the
vessel when launched in a rough sea. The davit has a reach
as far inboard as it has outboard, so that after launching one
boat it can reach back on the deck for the second and third,
and launch them in succession as fast as they can be filled.

OUTLINE OF DAVIT REACHING

INBOARD (DOTTED LINES)
(FULL LINES)

AND OUTBOARD

The reach of the davit also makes it possible to handle boats
on the high side of a badly listed vessel.

As can be seen from the illustration the davit is simple in
construction. It consists of a mast to which is attached a
boom with a balanced cross-beam at its tip, which is fastened
to the top of the mast by steel tie rods. The cross-beam turns
on a pin bearing at about its middle point. To the other end
of the beam is fastened a pulley, over which the cable for
raising and lowering the boat is run. The load cable passes
over a pulley near the upper end of the cross-beam, and
thence to the mast and deck of the vessel. The beam is
worked outward from the mast by means of a worm gear
(not shown in the illustration), and is brought back again
toward the mast by reversing the rotation of the screw. As this
screw is short and is placed near where the mast and boom
join, it makes it possible to move the davit out to its full
reach by a few turns of the crank. If by accident this screw
should break the davit will not fall with its load, as would be
the case with an ordinary derrick, but the boom will drop only
far enough to bring the load, the cross-beam, the connecting
link and itself into a state of equilibrium.

One of the most important points about this arrangement
of the davit is the fact that the boat remains at approximately
the same level when the davit is being extended out to its

INTERNATIONAL MARINE ENGINEERING

The boiler is built .

JUNE, 1912

extreme reach. Thus the load travels in a horizontal plane,
and very little power is required for topping a load, as is
necessary in an ordinary derrick. The reason for this is that
the cross-beam tips down as the boom angle decreases, thus
bringing about a saving in time and labor in manipulating the
davit. All the work is done with boom angles of 45 degrees
and less, so that the mechanism is very easy to handle. It is
obvious that this type of davit takes up very little room on
the vessel; that it can be handled rapidly, and, from its long
reach, can launch several boats stowed side by side on the
deck in a brief time regardless of the list of the ship.

A New Method of Measuring Steam Consumption

The steam consumed by a turbine or engine can be deter-
mined with absolute accuracy by weighing the “steam water”
or condensate from a surface condenser. Very few plants
have employed this method of measurement, due to the fact
that ordinary weighing or measuring devices are costly and
clumsy, and add not only extra expense but complicate piping,
and withal are none too accurate. A simple, accurate and
direct solution of the problem is presented in the indicating
hot well, which is similar in size and appearance to the ordi-
nary hot well, and is attached directly to the bottom of the

condenser, forming a part of the shell. This adds another
valuable function to the equipment, which has for its purpose
besides the maintaining of high vacuum that of providing pure
distilled water for boiler feed, of heating this water to the
highest feed temperature, and now the measurement of the
amount of condensate and the rate of steam consumption of
the engine or turbine.

The indicating hot well is attached directly beneath the con-
denser. The opening in the bottom of the condenser is built
so that the condensate drains into the left-hand chamber of
the hot well, and communication from this chamber to the
hot well pump suction is secured through an orifice in the
dividing wall. The velocity of discharge through an orifice
of given diameter varies directly as the square root of the
head, and the quantity of water discharged is equal to the
product of this velocity, the area of the orifice and the co-
efficient of contraction. With a properly designed orifice this
coefficient remains almost exactly constant for widely dif-
ferent values of the head upon the orifice, and therefore the
quantity of discharge is obtained with a high degree of ac-
curacy by a carefully calibrated indicating gage glass, reading
the head.

As may be seen from the illustration the orifice is formed
in a brass plate inserted in the partition wall. It is polished

JUNE, 1912

and finished to insure accuracy of flow. Especially manufac-
tured fittings are used to attach the indicating gage to the shell
of the hot well. Ball check valves are provided in each fitting,
so that should the gage glass break the inflow of air will be
prevented, and the gage glass can be replaced at leisure. A
gage glass is also provided to show the height of the water
in the hot well suction compartment, where the water must
not be allowed to submerge the orifice. The scale attached
to the indicating gage reads directly in pounds of steam per
hour. Each orifice is made independently, carefully calibrated,
and a special scale, etched upon steel, furnished for it. Over
the whole range of readings the accuracy is claimed to be
within 2 percent, and for readings from 75 percent to 125
percent load the accuracy is claimed to be within 1 percent.
The indicating gage reads pounds of steam per hour; the
station watt-meter gives load in kilowatts, and the rate of
steam consumption in pounds per kilowatt-hour is obtained
by simple division. This figure, entered regularly upon the
engineer's log sheet and charted from day to day, is of the
greatest importance in maintaining high plant economy. This
device is manufactured by the Wheeler Condenser & Engi-
neering Company, Carteret, N. J.

The Copeland Patent Automatic Circulating System

The automatic circulating system for Scotch boilers, pat-
ented by the F. T. Copeland Company, New York, consists of
two rectangular plates of steel or other metal, of such length
as to extend from head to head of the boiler, and of such
width that when in position they will extend above and below
the grate level or fire line. They are erected edgewise upon
suitable means of support located below the grate line. The
plates are curved to correspond approximately with the radius
of the furnace. They are designed to reach from a point near

(UOUTUTTOODOTODOLOT

I
i

Tubes A A support platesBB and supply hot air to combustion chamber,
the center of the bottom of the boiler, to an indeterminate
point above the bottom course of fire tubes. Tubes AA
support plates BB, and incidentally supply hot air to the
combustion chamber. Each plate becomes a_ partition
which subdivides the space between the furnace and the
shell, so that a pathway is provided for an uprising

INTERNATIONAL MARINE ENGINEERING

259

current on the inside, due to the heat from the furnace, and
a down-flowing current on the outside, due to the greater
density of the cooler water. Therefore it is claimed that the
circulator establishes and maintains natural and complete cir-
culation throughout the boiler; beginning immediately upon
starting fires, and operating automatically and continuously
until the fire is extinguished. The further advantages are
claimed of increased horsepower capacity by causing the en- -
tire water contents of the boiler to travel over the heating
surfaces; equalized temperature; improved combustion due
to the admission of hot air to the combustion chamber, and
improved boiler efficiency from the cleansing action of rapid
circulation over the heating surfaces. This system can be
applied to one, two, three or four furnace boilers.

A New Forced Draft Outfit

Unfailing constancy of operation has made the Terry tur-
bine standard for running forced draft blowers. For use
with a closed stoke hole system, the sets may either have a
horizinal shaft with blower and turbine connected by flexible
coupling, or they may be of the vertical type when required
by torpedo boat destroyer or steam yacht practice. In the
vertical sets the turbine is of standard single-stage type with
the fan directly above it, and located on a line with the deck

at the foot of the ventilator. The whole unit is mounted on
I-beams suspended from the deck to the bulkhead. The step-
bearings as well as the turbine and blower bearings have
forced lubrication.

The horizontal type is particularly compact and of light
weight. There is no thrust in either the turbine or the fan.
The wear on the rotating parts is small, as their only duty
is to carry the weight of the light rotors. This type is free
from such breakdowns as occur in high-speed fan engines
from cracking cylinders or heads and water in the steam.

Particularly interesting are the three forced draft
which have been furnished for the Chinese training
cruiser now under construction at the works of the New York
Shipbuilding Company, Camden, N. J.
on the armor deck directly above the boiler room, and the air
is discharged through openings in armor bar gratings in the
deck.
units of the same capacity and only about half the head room.

Each turbine is designed for steam at 225 pounds initial
pressure and back pressure of 10 pounds per square inch. The
turbines are rated at about 60 horsepower, running at 1,220
revolutions per minute.
double-inlet Sirocco fan of 30,000 cubic feet per minute against
3 inches static pressure. Each turbine is fitted with emergency
governor, which comes into play and shuts down the machine
in case the speed becomes. excessive.

sets
new

These sets are located

These sets occupy much less space than engine-driven

Each is direct connected to a No. 5

They were furnished
by the Terry Steam Turbine Company, Hartford, Conn.

Personal
H. McL. Harprne, consulting engineer for the design of
terminal installations and freight-handling machinery, has

removed his office to 17 Battery Place, New York.
THE Councit of the Society of Naval Architects:and Marine

256

Engineers elected on May 7 the following officers to fill ‘exist-
ing vacancies in the organization of the society: Vice-presi-
dents, Capt. A. P. Niblack, U. S. N., and George W. Dickie;
members of Council, Commander L. N. Chandler, U.S. N., and
Capt. C. A. McAllister, U. S. R. C. S.; associate member of
Council, Henry S. Grove.

Obituary

Ernest S. Bowen, vice-president and general superintendent
of the Fay & Bowen Engine Company, Geneva, N. Y., died
April 27 from a seyere attack of typhoid fever.

V. FE. Lassor, consulting engineer of the American-
Hawaiian Steamship Company, New York, died May 22 of old
age. He was born in Copenhagen, Denmark, in 1836, and
began his business career in the United States with Mr.
Ericsson, builder of the Monitor. For twelve years after
the death of Mr. Ericsson, Mr. Lassoe was superintending
engineer of the American-Hawaiian Steamship Company, and
for the last year has been a consulting engineer for the same
company. Mr. Lassoe was the inventor of the Lassoe system
of fuel oil burning:

Selected Marine Patents
The publication in this column of a:patent specification does
not necessarily imply editorial commendation,

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID), G

j p
1,014,994. HANDLING, UNLOADING, STORING, AND RELOAD-
ING PLANT. HERMAN P. ANDRESEN, OF CHICAGO, ILLINOIS,

ASSIGNOR TO DAVID J. EVANS, OF CHICAGO, ILLINOIS.
Claim 2.—The improvements herein described, comprising a storage
dock having parallel stock pile spaces, in combination with tracks ar-
ranged at the dock front and between said spaces, a storagé house at the
landward side of said spaces, a traveling bridge constructed to travel

on said tracks and to overhang said house at the landward end, a hopper
carried by the dock front end of the bridge, unloading means at said
end of said bridge to deposit material in said hopper and a conveyer
carried by said bridge for carrying material from said hopper to said
house. Sixty-nine claims.

1,016,619. TOWING APPARATUS.
FROGER, OF LORIENT, FRANCE.

Claim 1.—A towing apparatus for marine vessels comprising a cable
in four parts, readily attachable and detachable connectors connecting
said four parts into an endless cable, the cable being arranged with two
of its parts extending between the towing boat and the towed boat sym-

LOUIS VICTOR WILLIAM

metrically, and each of the other two parts of the cable being looped
around fastening means on one of the boats and movable freely about
said fastening means, thus tending to equilibrate the strains. Fifteen

claims.

INTERNATIONAL MARINE ENGINEERING

JUNE, 1912

1,015,755. INVERTIBLE SCOW. WILLIAM E. COOK. OF ST.
GEORGE, AND DANIEL HOWARD HAYWOOD, OF NEW YORK,
N. Y.; FLORA G. HAYWOOD EXECUTRIX OF SAID DANIEL
HOWARD HAYWOOD, DECEASED.

Claim 2.—An invertible scow having a water chamber therein, the
upper portion of which is equally distributed upon opposite sides of a
vertical longitudinal plane passing through the center of gravity of the
vessel, the lower portion of which is unevenly disposed with respect to
such longitudinal central plane, and means for admitting and discharging
water to and from the said chamber. Five claims.

1,016,781. SAFETY DEVICE FOR SHIPS. WILLIAM S. SCAR-
LETT, OF FALE RIVER, MASS:

Claim 1.—A safety apparatus for loading passengers into boats com-
prising a pair of davits with a block and tackle at each davit for con-
nection with the ends of the boat, a collapsible safety conveyer and
means intermediate the davits and independent of the block and tackle
thereof for lowering the safety conveyer into the boat as held by the
block and tackle of the davits, substantially as described. Two claims.

1,015,249. MARINE TRANSFER. THOMAS SPENCER MILLER,
OF SOUTH ORANGE, N. J.

Claim 1.—In marine transfer, a combination, a boat containing a
hatchway, a pair of masts, a boom extending from one of the masts to
a point above the hatchway, a hoisting rope sheave thereon, a second

boom extending outboard from the other mast, an outhaul swinger rope
sheave thereon, the swinger frame, the hoisting rope extending there-
through, the outhaul and inhaul swinger ropes and means for actuating
the same. Thirteen claims.

British patents compiled by G, E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

3,023. METHOD OF AND APPARATUS FOR OBSERVING
MARINE CONDITIONS. H. T. BARNES, MONTREAL, CANADA.

Relates to apparatus for observing particularly the precise measure-
ment of water temperature for ascertaining the presence of icebergs,
shoals, etc. It has been suggested that icebergs might be detected by
their cooling effect on the water, probably produced by water running
from the berg, and spreading on the surface. Little use has been made

of this idea owing to the variable results obtained, since the thermometers
in use could not read closer than one-tenth of a degree. With the new
method and apparatus, temperatures can be accurately read to one-thou-
sandth of a degree and continually recorded. The thermometer includes
concentric tubes of heavy copper, with a space within which is the resist-
ance coil having a resistance of one hundred ohms. The Wheatstone
bridge method of measuring the resistance is used-in conjunction with
a Callendar recorder and Weston portable galvanometer.

18,854. SCREW AND LIKE PROPELLERS. A. J. MAHOUDTAU
DE VILEEDRHIOU, PARTS:

In order to do away with the usual inoperative propeller boss which
tends to impede progress, by this invention the propeller blades are sup-
ported at a distance from the shaft on a spiral mount which permits a
free flow of water and is stated to give a much higher efficiency than the
ordinary propeller.

19,123. BREATHING APPARATUS FOR USE UNDER WATER
OR IN IRRESPIRABLE ATMOSPHERE. R. H. DAVIS AND

SIEBE GORMAN & CO., LTD., LONDON.

The apparatus comprises a watertight chamber to surround the body
and provided with a pocket to hold a chamber containing a substance
producing oxygen gas and at the same time absorbing the carbonic acid gas
of the breath exhaled by the wearer. The chamber has a pipe leading
to the watertight chamber, and also a piece for fitting to the mouth.
The watertight chamber is provided with a tube having a valve at its
lower end. The wearer breathes in and out of the regenerating cham-
br so that the nitrogen originally in the chamber is retained, the oxygen
used up being replaced by that given off in the chamber. Where the
apparatus is employed under water, say in a damaged submarine, where
water is entering, the water compresses the air within the submarine
until the pressures balance. To prevent collapse of the hollow chamber
the valve controlled tube is raised above the water level and the valve
opened so that the air pressure within the chamber also becomes equal
to that within the submarine. The valve.is then closed. When the
wearer leaves the submarine the valve is opened under water. The air
in the chamber can then escape gradually as the wearer rises to the
surface and the pressure decreases, so that the danger of the chamber
bursting is obviated.

INDEXED

International Marine Engineering
JULY, 1912 |

Modern Submarine Boats for the United States Navy

The United States submarines E-1 and E-2 were at first
called Nos. 24 and 25, signifying that they were the twenty-
fourth and twenty-fifth submarines which had been ordered
by the United States Government. Later they were given the
picturesque names of Skipjack and Sturgeon, in conformity
with the practice of the department then in vogue. Very re-
cently the fish names have been withdrawn from all sub-
marines, and in place of the Adder, Grampus, Moccasin and
Pike we have A-1, A-2, A-3 and so on, until we come to the
Skipjack and Sturgeon, which are now known as E-1 and E-2.

The metacentric height when the boats are submerged is
13 inches.

The hulls may be described as spindle shaped, or bodies of
revolution; that is, their cross sections are for the most part
circular in shape, which is the form best calculated to with-
stand the pressure incident to great depth of submergence.
That their hulls are exceedingly strong is best shown by the
fact that these vessels were actually submerged to a depth of
200 feet. At this depth the pressure is about 100 pounds per
square inch, and being applied from the exterior is a much

UNITED STATES SUBMARINE STURGEON AT A SPEED OF 1344 KNOTS

They are the only two of their class, and may be termed an
intermediate type between their predecessors and later boats.
The contract for these vessels was awarded to the Electric
Boat Company, New London, Conn., on June 3, 1909. Their
construction was completed in the spring of 1911, and during
the latter part of that year their official trials were completed
successfully. The dimensions of these vessels are:

ILEUS acess otis GR oe haan oa 135 feet 3 inches.
Bread tinmertsctertars icine SEE aa 14 feet 115% inches.
Draft in cruising condition......... 12 feet.
Surface displacement ........ Sfveiie . 284 tons.
Submerged displacement, including

SAVES TAKERS soccococccodcouc 367 tons.

more severe test than when applied from the interior. Any
defect or weakness in the design of the hull would, under
such conditions, immediately cause it to collapse, resulting in
the loss of the boat. On the other hand, a badly-designed boat
might possibly withstand an internal pressure of the same
amount, for the reason that the stresses due to such internal
pressure would merely tend to make the boat assume a form
having circular sections, and thus distribute the stresses on the
various members. The difference between a test made with
external pressure and one made with internal pressure can be
best understood by a particular case. If we had a strip of steel
of the same thickness as the hull it would be possible to sup-
port a great weight thereby if this weight were hung from the

258 INTERNATIONAL MARINE ENGINEERING

strip of steel, keeping its fibers in a state of tension. If, how-
ever, the same weight were placed upon one end of the strip
of steel and the other end was placed upon the ground, the
fibers would be in compression, and unless the strip of steel
was kept perfectly straight it would bend and collapse. Ex-
actly the same conditions apply to the hulls of submarine boats.

It may be interesting to our readers to know that all the
submarines thus far acquired by the United States Govern-
ment have been constructed to withstand safely a depth of
submergence of 200 feet. So far as is known no other country
has ever tested its submarines to so great a depth.

Two forms of motive power are supplied to these vessels, as
is done to practically all other submarines in the world. For
cruising on the surface and for traveling great distances the
boats are propelled by oil engines. Two engines are fitted in

JuLy, 1912
pedoes. The bow of the boat is equipped with four torpedo
tubes. The outboard ends of these tubes are closed by a bow

cap, which is hemispherical in appearance and contains two
apertures. When this bow cap is swiveled on an axial shatt
the two apertures therein are brought in line with the torpedo
tubes. As thus arranged two torpedoes may be fired simul-
taneously, or one immediately after the other. Then by
means of a crank the bow cap is turned through 90 degrees
and the other pair of tubes may be fired a few seconds later.
In view of the great importance of the torpedo tubes and tor-
pedoes, every effort is made to secure the perfect working of
these parts.

Having thus described the principal features of one of these
boats it may be of interest now to see how they are operated.
Probably the best way to illustrate the functions of all the

CENTRAL COMPARTMENT, LOOKING FORWARD

each boat and they drive twin screws. Abaft the engines there
is located on each shaft a large electric motor. These motors
are used to propel the boat under water and receive their
source of current from large storage batteries carried in tanks
located above the inner bottom amidships. These batteries
supply sufficient current to allow the boat to travel under water
at high speed for one hour. By running more slowly it is
possible for the boats to propel themselves completely sub-
merged for twenty-four hours. In other words, the boats
running at about 6 knots speed can travel fully 100 miles while
remaining entirely beneath the surface of the water.
: In addition to the main engines and motors a number of
auxiliaries are provided, including air compressors, bilge
pumps, clutches, ventilating fans and motors, periscopes, steer-
ing gear, air manifolds, water manifolds, together with numer-
ous small motors and appliances for special purposes.

The sole armament of the submarine consists of its tor-

various parts is to describe what would be done in case a sub-
marine were to start out and go through the various per-
formances of which it is capable.

Assume first that the boat is tied up alongside of a navy
yard dock with the crew on board, and that telegraphic orders
are received to proceed immediately to some scene of hostility.
The first action of the commanding officer, assuming the boat
to be ready to proceed to sea, would be to send a couple of
men out on the superstructure deck and take in the lines which
were cast off from shore. These lines would be coiled down
under a hatch in the superstructure deck. The boat would be
stripped of everything except perhaps a life line running
around the superstructure deck. The oil engines would be
started and the boat would proceed down the harbor and out
to sea. While thus proceeding she would do much the same as
any other surface vessel. All of her superstructure deck and
a large portion of her hull would be exposed above the sur-

JuLy, 1912

face of the water. The commanding officer would probably
take his position on top of the conning tower on a light wooden
grating forming the bridge, and steer by means of an electric
push-button arrangement until the vessel is out at sea, when

INTERNATIONAL MARINE ENGINEERING

in the forward or after trimming tank as required until the
trim is level, or to his satisfaction.

The third operation is to fill the auxiliary ballast tank. This
is a tank containing several thousand pounds of water, and is

TYPICAL GENERAL ARRANGEMENT PLAN OF

he would set the course by compass and turn the steering over
to one of the quartermasters. The watches would be changed
every four hours the same as on any other vessel, and there
would be no very strenuous work for any one on board except
the man in the conning tower and the two engineers on watch,

Upon arrival in the vicinity of the scene of hostilities, or
upon sighting a vessel suspected to be one of the enemy, the
commanding officer would give the order, “Prepare to dive!”
At this order the life line, if rigged, would be taken down
from the superstructure deck and passed below. All hatches
would be tightly closed and secured. ‘The main engines would
be stopped and the ventilators lowered and closed. All of this
would take less than a minute.

After assuring himself that all openings to the outside
atmosphere had been closed, the next order given by the com-
mander would be to fill the main ballast tanks. At this order
a man stationed at a group of levers near the middle of the
boat would pull over several of the larger ones, the gurgle of
water could be heard as it rushed through large openings in
the bottom of the boat past the Kingston valves until it filled
the main ballast tanks, holding about 30 tons of water. As
these tanks are filled the boat would rapidly sink until her
superstructure deck is awash and only her conning tower
would be exposed to view. She would still, however, have
considerable surface buoyancy.

The next operation is to destroy this buoyancy and at the
same time preserve the trim of the boat. The commanding
officer would probably take his station in the conning tower,
looking out of the deadlights, forward and aft, to see the two
ends of his boat, when he would direct water to be placed

; inne plo

oon

a 7)
ecoooecoeouUU
A MODERN SUBMARINE

located directly under the center of the boat. The admission
of water to this tank will, therefore, not affect the trim: but
will serve to still further sink the boat. Water is admitted
until only the top of the conning tower is out of the water.

BOW RUDDERS EXTENDED

In other words, the boat at this time will have only 300 or 400
pounds of buoyancy, so that the admission of that amount of

water would sink her below the surface, and she would

260

continue to descend unless the propellers were started or
water blown out.

Having thus brought the boat to the desired trim, all of
which would have taken only a few minutes, the commander
rings a bell which displays a signal which the electricians
understand as being an order to start the main motors. These

The boat starts to forge ahead

motors are almost noiseless.

INTERNATIONAL MARINE ENGINEERING

JULY, 1912

ingly quiet. The motors themselves make no noise, so that
one standing a few feet away from them would scarcely be
aware that they were in operation. j

When running entirely submerged the course is steered by
means of a compass; there being two available for this purpose,
one inside the conning tower and another just abaft the
conning tower. For the purposes of taking observations the

KINGSTON VALVES

through the water. The diving rudder man is at the wheel,
having in front of him a large gage, which indicates the depth
at which the boat is running, and also a curved glass tube, or
clinometer, which shows him whether her nose is pointing
slightly up or slightly down. In the absence of any further
orders from the commanding officer he would “keep her up”;
that is to say, he would keep the boat running near the sur-
face with the top of the conning tower exposed.

AIR CONTROL STATION

As soon as the commanding officer deems it time -or ad-
visable he gives the order At this order the man at
the diving rudder turns his wheel; the diving rudder goes
down, the boat takes a slight inclination forward, dives be-
neath the surface, and after having attained the desired depth
is brought to the trim which will keep her running steadily
at this depth. If the diving rudder man takes pride in his work
he can keep the boat running for an hour continuously without
changing the depth more than 1 foot. Even without ex-
ceptional skill or care it is possible for almost any diving

3 ”

dive.

rudder man to keep the boat running steadily without changing

the depth more than 2 feet. The entire operation is exceed-

CONTROL PANEL FOR ONE MAIN MOTOR—AUXILIARY CONTROL PANEL

boats are fitted with periscopes. In E-1 and E-2 these peri-
scopes are of the telescopic type, one of them being located
forward of the conning tower, the other abaft the conning
tower, and both having their eye-piece in the body of the boat.
They may be turned so as to look in any direction. Objects as
seen through the periscope are slightly magnified, this mag-
nification being used to overcome what may be termed an
optical illusion, the usual observer having the impression that
objects when seen at their natural size through a periscope
appear smaller than when viewed with the naked eye. These
periscopes may be rotated so as to obtain a view in all direc-
tions and have a field of vision embracing 35 degrees.

Assuming that while thus running submerged the command-
ing officer sights the enemy’s battleship, he would probably
run directly toward her, taking an occasional glimpse through
his periscope, and then dipping the periscope completely under
until he had arrived at a point where he considered a torpedo
hit as certain. With the present type of torpedoes, and the
present size of battleships, any range less than 2,000 yards, or
t mile, is such as to be now considered a practical certainty.
A few years ago, with the older types of torpedoes, probably
1,000 yards was the greatest range that could have been con-
sidered certain. If, however, the battleship was running too
fast, or there appeared a possibility of getting closer than
2,000, or even 1,000, yards, the commander of the submarine
would probably keep on until he came so close that he would
be doubly sure of making a hit.

In the meantime, while directing the operation of the boat,
he would be at the periscope, and have under his hand the
firing lanyard, which at the proper moment would release the
torpedo from the tube and send it speeding with its 200 pounds
of high explosive toward the amidship portion of the enemy
with the torpedo depth set at 20 feet. Probably a second,
and even a third or fourth torpedo would follow the first at
intervals of only a few seconds. With perfect torpedoes at
this close range the almost certain results to follow this dis-
charge would be three or four successive dull detonations,
which could be felt by the hull of the submarine even at a
distance of 1,000 yards from the battleship. Although these
torpedoes would explode against the battleship’s side so far
below the surface of the water a huge amount of water would

261

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

LOOKING FORWARD

ROOM,

ENGINE

G AFT

LOOKIN

ENGINE ROOM,

262

be lifted after the report of each explosion, and would be fol-
lowed probably, as has happened in the past, by the careening
In any event, a
safely be

over and gradual sinking of the battleship.
attacked by
sidered out of action during the remaining period of hos-

ship so four torpedoes may con-
tilities.

Having thus finished her destructive mission E-1 or E-2
would then come to the surface. This is accomplished by
giving the order “blow the main ballast,” at which the man
stationed at the air manifold would open a valve; compressed

air would rush through this valve into a pipe leading to the

INTERNATIONAL MARINE ENGINEERING

JuLy, I912

top of the main ballast tank, and expanding therein would
force out all the water which it contained through a hole in
the bottom of the ship. The boat would then quickly rise.

If it is expected that she might have to submerge again then
the water in the trimming tanks and auxiliary tank would not
be disturbed. On the other hand, if she is expected to under-
take a long sea voyage, without likelihood of having to sub-
merge, these latter tanks would also be blown, the conning
tower and ventilators would be opened, the oil engines started
up, and she would start on her return voyage at full speed,
running on the surface.

The Application of the Junkers Oil Engine to Marine Work

At a recent meeting of the German Schiffbautechnische
Gesellschaft in Berlin, Prof. Junkers read a paper on “Studies
and Experimental Work for the Design of Improved Large
Oil Motors.” In the discussion of this paper the view was
expressed that the crude oil motor would prove to be the
marine engine of the future. This view already seems quite
justified, since at present there are a large number of vessels
being built in which the propelling machinery consists of crude
As evidence of the progressive attitude of engi-
neering circles in Germany, it should be noted that a number

oil motors.

ad
\_/
i A
"5 aw

; WI.
Lok

deck type, designed to conform with the highest class of
Bureau Veritas and the German Lloyds. It is to be built under
the general supervision of both societies.

The propelling machinery will be installed aft. Forward of
the machinery space is a tank extending for the full width of
the ship, which is to contain the fuel’ oil. This tank extends
up to the main deck. The main part of the hull is divided into
ten oil-tight compartments for the cargo. Amidships is a chart
house arranged on the bridge, providing accommodations for
the captain and officers. Aft there is a poop deck, on which

: a
| te

ARRANGEMENT OF JUNKERS MARINE OIL ENGINE FOR NAVAL VESSELS

of German shipyards have acquired licenses for constructing
this type of machinery.

Recently the German Petroleum Company placed an order
with Messrs. J. Frerichs & Company, Ltd., of Osterholz
Scharmbeck & Einswarden (Oldenburg), for a twin-screw oil
The
principal dimensions of the vessel are: Length between per-
pendiculars, 312 feet; beam, 44 feet;-molded depth, 26.2 feet;
total freight capacity, 4,cco tons. The vessel is of the full-

tank ship which is to be equipped with crude oil engines.

is a deck house containing the galley, officers’ mess and the
chief engineer’s stateroom. Under the poop deck are ac-
commodations for the engineers’ assistants, other engineering
Quarters for the seamen, boatswain,
carpenter, etc., are also located aft. Gangways are provided,
connecting the poop and bridge decks. Two steel masts give
the vessel the rig of a schooner.

The pipe mains for filling and emptying the tanks, together
with the corresponding hatches, are arranged in accordance

personnel and cooks.

JUuLy, IQ12
with the latest practice for oil-tank vessels. Two vertical
pumps of 3,600 tons daily capacity are located in the after cof-
ferdam, which is designed as a pump house.

The propelling machinery consists of two reversible heavy
oil marine engines, having an aggregate horsepower of ap-
proximately 1,500, designed to give the vessel a speed of 10
knots. The engines are to be built according to the patents
granted to Prof. Junkers, the principal features of the
Junkers type of oil engine being simple design, presence of
only one operating valve and reliability of operation.

As the Junkers engine differs materially from the other types
of internal-combustion engines for marine work, the following
general description of the construction and method of opera-
tion of this engine is necessary to understand its special ap-
plication for marine work: The early experimental work on
this type of engine resulted in the development of stationary
engines, which were principally horizontal engines. When the
same principles were applied to marine work, the vertical type
of engine was, of course, necessary. The general features of
both the horizontal stationary engine and the vertical marine
engine, however, are much the same, as can be seen from the
following:

In the horizontal stationary engines there are two cylinders,
placed one behind the other or in tandem form, each cylinder
containing two pistons. For this arrangement there are three
cranks placed at 180 degrees. The middle crank is connected
to the two outer pistons and the two outside cranks, which are
set 180 degrees in relation to the middle crank, are-connected
to the two inside pistons. This connection is made by trans-
verse pieces and side rods, as will be seen from the drawings.
The diagram on this page shows the general arrangement of
this mechanism. The engine works on the two-cycle principle,
and by means of the tandem arrangement of the cylinders the
engine becomes a double-acting engine, in which every stroke
is a working stroke. While the pair of pistons in one cylinder
is executing an outward movement (working stroke) the pis-
tons of the other cylinder execute an inward movement (com-
pression stroke).

When the two pistons in one cylinder approach each other
the injection of fuel commences. At the same time the two
pistons in the other cylinder are separating, until at nearly the
end of the stroke the expanded gases are driven out by the
admission of scavenging air, which enters through a row of
ports at one end of the cylinder, and, driving the spent gases
away in front of itself, expels them at the other extreme end
of the scavenging space. Complicated governing mechanism
and scavenging valves are thus obviated, since the opening and
closing of the ports is accomplished by the movement of the
working pistons. Since the expansion of the gases takes place
between two pistons, which move in opposite directions in the
same cylinder, cylinder covers and stuffing boxes are dispensed
with.

The action of the Junkers engine may be clearly understood
from the diagram on this page, in which for the sake of sim-
plicity only one cvlinder is shown, whereas in practice there
are two cylinders, one behind the other, or in tandem arrange-
ment.

Fig. 1 shows the inmost position of the pistons. The com-
bustion space between the pistons, immediately after a com-
pression stroke is filled with highly compressed and, conse-
quently, highly heated air, so that at that time and during part
of the ensuing outward stroke the fuel, which is injected by
means of compressed air in a finely divided condition, ignites
and burns under an almost constant pressure during the first
part of the outward stroke, or during the part shown from
A to B on the indicator diagram shown herewith. During the
remainder of the outward stroke the products of combustion
expand, as shown in the indicator diagram from B to C. At
C the pistons have reached the position shown in Fig. 2, where

INTERNATIONAL MARINE ENGINEERING

263

the front piston V is about to open the ports in the cylinder
wall through which the burnt gases exhaust to the atmosphere.
Up to the position of the piston shown in Fig. 3, or that part
of the indicator diagram shown from C to D, the pressure in
the cylinder has been reduced approximately to that of the
atmosphere, and in this position the rear piston H opens the
ports at that end of the cylinder, admitting fresh air to the
cylinder at low-pressure, which scavenges the cylinder of the
remaining burnt gases. This action continues until the outer
dead center position of the pistons, Fig. 4, has been passed
and the pistons have reached about the positions shown in

BeaA

ENGINE

EXPLANATORY DIAGRAM OF JUNKERS
Fig. 5, in which the pistons on the return to the inner dead
center have closed their respective ports. This is shown on the
indicator diagram by the part from D to E and to F. At the
point F the cylinder is filled with fresh air, and from this
point, as the pistons approach each other up to the inner dead
center in Fig. 1, the contents of the cylinder are compressed.
This part of the stroke is shown on the indicator diagram
from F to A. The air which is thus compressed in the cylinder
becomes heated to such an extent that the fuel which is in-
jected at or shortly before the point A is reached ignites
immediately, whereupon the working stroke is repeated.

The details of construction of the type of this engine which

264

is used for marine work are shown on pages 262 and 264. The
scavenging pumps and compressors (in this case four-stage)
necessary for the production of the scavenging and fuel spray
air are arranged symmetrically with respect to the cylinder
They are actuated from the transverse bar attached to
the middle pair of pistons. This arrangement makes. the

axis.

'C———— Bs:

wei

[Hi\—i}-—4-—fi

“SI
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INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

terline of the engine, neglecting the error due to the obliquity
of the connecting rod. Moreover, the main bearings are
relieved from their loads, due to the interlocking of the forces
in the driving elements.

In the Junkers engine the cylinders are simple castings.
They have no forces to transmit and are free to expand. The

GENERAL DESIGN OF JUNKERS ENGINE FOR MERCHANT VESSELS

weights of the reciprocating parts of the inner and outer
power transmitting devices and, further, affords
good contro] and accessibility as well as a good distribution of
scavenging air, small mechanical losses and simple, substantial
and inexpensive production and erection.

Each cylinder where the diameter is large has two fuel spray
valves and one compressed air starting valve. The fuel in-
jection is so designed as to give the fuel oil a close contact

equal,

INDICATOR DIAGRAMS FROM 200-HORSEPOWER ENGINE

over a large surface with the combustion air in the dead center
position and during part of the working stroke.:

Tt is claimed that this type of engine offers a decided advan-
tage for balancing the moving parts and the action of the
forces as compared with usual engines of the Diesel type, in-
asmuch as the free forces are completely balanced in the cen-

side rods which take up the acting forces are made of forged
material. The cylinders have no covers, which, as is well
known, constitute a constant source of trouble in oil engines.
One side of the pistons is always in contact with the atmos-
phere, and the pistons are always in contact with well-cooled
cylinder parts which are not touched by the products of com-
bustion. In this way efficient lubrication of the pistons can be
obtained. ‘

By the division of stroke, which is accomplished in this
engine by the use of two pistons moving in opposite directions,
it is possible to obtain a relatively small piston speed at a high
rate of revolution. On account of the long stroke in this en-
gine the ratio of surface exposed to the volume of the com-
bustion space is comparatively small, and so the quantity of
heat transmitted to the cylinder walls during the combustion in
the first part of the stroke is much smaller than in other types
of Diesel engines. This advantageous ratio of surface to vol-
ume of combustion chamber also means that with a given
compression space the compressed air is less cooled towards
the end of the compression and thus a steeper rise of the com-
pression curve is obtained, which insures the necessary ignition
temperature even at low rates of revolution. The inventor

JuLy, 1912

of this engine claims that this fact is of great importance in
running with heavy fuel and especially for the decrease of
revolutions in marine work.

The scavenging arrangements in this engine also improve
the operation of the engine, since in this class complete scav-
enging is thoroughly and easily accomplished. It is also
claimed that since the charge of air drawn in does not become
heated until compressed, a larger indicator diagram with a
higher mean effective pressure and greater specific output are
obtained in this design than is possible in the usual type of
Diesel engine, since a colder air charge is obtained.

The general design of the Junkers marine engine for mer-
cantile marine work is shown on page 264. The tandem
arrangement is used here, since there is usually little difficulty
in obtaining the necessary height in the engine room. A solid
sub-structure overcomes the action of couple forces.

In the adaptation of this type of engine for warships the
horizontal tandem arrangement, such as is used for stationary
engines, offers distinct advantages from a constructive, ship-
building and military standpoint, but if the designer is forced
to use the vertical type of engine the conditions attending the
tandem arrangement must be forfeited and a single cylinder
arrangement adopted, as shown on page 262.

For engines designed for warships, Prof. Junkers has ap-
plied a special method of increasing the output, which con-
sists of throttling the exhaust gases in the exhaust mains
simultaneously with supplying a greater weight of air at a
proportionately higher initial pressure by means of larger
scavenging pumps. In this way a larger amount of fuel can
be burned. Two diagrams are shown superposed (page 264)
which were taken from a 200-horsepower experimental engine,
in which the smaller was taken at normal load and the larger
at 50 percent overload. As a warship is seldom required to
tun at full power except for short periods of time, the ap-
plication of a suitable margin of overload in combination with
the Junkers engine is of considerable advantage. In the mer-
chant marine, however, conditions are just the opposite, as the
vessel usually has to run continuously under full power and
maneuvering is required only on entering or leaving a harbor.

On the oil tank vessel which is under construction at Messrs.
J. Frerichs’ Company’s shipyard, the exhaust gases from the
engines are carried out through a funnel. An auxiliary boiler
is installed for heating purposes and the operation of the
auxiliary machinery.

Launch of a Steel Screw Steamer at Stockton=on=Tees

On March 18, Messrs. Ropner & Sons, Ltd., Stockton-on-
Tees, launched from their shipbuilding yard a steel screw
steamer of the following dimensions, viz. :

IL GiSAN,..oacicioln PERE nes ee wo o's oe eas 3092 feet 6 inches.
Bread thie ee tc kao cn eee ae cae 56 feet.
Dep thigeae yep ne tees. cts ec 26 feet 9 inches.

The vessel will be classed 100 At at Lloyd’s, having main
deck, poop, long bridge and forecastle. Accommodation for
the captain, officers and engineers is in houses on the bridge
deck, with the crew in the forecastle- The vessel has a double
bottom for water ballast on the celullar principle, and fore and
after peaks. The appliances for loading and discharging car-
goes expeditiously are very complete, and include ten steam
winches, double derricks to each hatch, steam being supplied
by a large donkey boiler, working at 100 pounds pressure per
square inch. The engines will be of the triple-expansion type
by Messrs. Blair & Company, Ltd., Stockton-on-Tees, of about
_ 2,450 indicated horsepower, having three steel boilers, 14 feet
9 inches by 11 feet, working at 180 pounds pressure of steam.

INTERNATIONAL MARINE ENGINEERING

‘four-berth staterooms.

265

A Canadian Liner

Scott's Shipbuilding & Engineering Company, Ltd.,
Greenock, launched in March the steel twin-screw steamer
Letitia, built to the order of the Donaldson Line (Donaldson
Bros., Glasgow), for ‘their service between the Clyde and
Canada. The Letitia is handsomely modeled. Her pricinpal
dimensions are: Length between perpendiculars, 470 feet;
breadth (molded), 56 feet 8 inches; depth (molded), 39 feet
6 inches to the shelter deck, above which are fitted poop,
bridge, forecastle and boat decks.

The vessel has been designed for the emigrant trade, and
takes the highest class at Lloyd’s. The accommodation for
second class passengers is fitted on the bridge. Shelter and
upper-deck staterooms are provided for over 300 passengers
of this class. The dining saloon, music room, writing room
and smoke room are handsomely paneled in polished hardwood
and very comfortably furnished. The galley and pantry ar-
rangements are very extensive.

Accommodation is fitted on the shelter, upper and main
decks for 600 third class passengers, principally in two and
Separate dining saloons and recreation
rooms are fitted for this class, and a special feature has been
made of their lavatory accommodation, which includes baths
and wash basins, supplied with both hot and cold water.

While primarily intended for passenger trade the Letitia
will carry a large cargo. There are five holds, served by ten
derricks and ten steam winches. The steering gear is of the
Wilson & Pirrie type, controlled by a telemotor. An extensive
installation of electric light has been provided, and electric
fans and bells are fitted throughout. Refrigerating chambers
are provided for the ship’s provisions and cargo, the plant
being on the CO: system. A system of wireless telegraphy
will also be installed.

The machinery, constructed by the builders, consists of two
sets of triple-expansion engines. The propelling machinery
has been built to Board of Trade and Lloyd’s special survey.
Six single-ended boilers, each having three Morison suspen-
sion furnaces and working under natural draft, supply steam
to two sets of three-cylinder, triple-expansion engines, driving
two screws. The high-pressure cylinder is 26 inches diameter,
the intermediate 434 inches diameter and the low-pressure
721% inches diameter—all of 48 inches stroke. Piston valves
control the steam to the high-pressure cylinders. Andrews’
valves are fitted to the medium-pressure cylinders, and double
ported slides to the low-pressure cylinders. The columns and
bedplates are of substantial box section.

The condensers, circular in form, are carried on seatings
from the tank top, and are supported by brackets from the
backs of high-pressure and medium-pressure columns. Ample
cooling surface is provided to maintain high vacua. Working
in conjunction with the condensers are air pumps of the Ed-
wards design. Independent centrifugal pumps supply the
necessary cooling water.

A steam reversing engine of the all-round type and a steam
turning engine are fitted to each main engine. The thrust and
propeller shafting is of forged steel, the propellers are about
17 feet diameter and of the built type, the bosses being of cast
iron and blades of bronze. There is an auxiliary condenser
and a full equipment of auxiliary machinery to ensure the safe
and economical working of the vessel and the comfort of
passengers. For the disposal of ashes from the boilers two of
Crompton’s silent ash hoists, with the necessary chutes, have
been installed. Duplicate sets of electric generating ma-
chinery supply current for the lighting of the vessel and power
for cabin and saloon ventilating fans, etc.

266

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

Alaska Steamship Company’s New Steamship Cordova

The steel screw steamship Cordova, built by the Harlan &
Hollingsworth Corporation, of Wilmington, Del., for the
Alaska Steamship Company, of Seattle, Wash., was con-
structed for passenger and freight service. She is 251 feet
long aver all, 243 feet 3 inches between perpendiculars, 41 feet
beam, 20 feet depth to main deck, and 30 feet to bridge deck.
The vessel is built of steel and equal to Lloyd’s requirements.
The double bottom is on the cellular system with floors on
every frame. The framing above the tank is reinforced by
web frames, beams are fitted to every frame, and the main
deck is completely covered with steel. The pillars are of
H-section, and are fitted with wood to prevent damaging
the cargo.

The vessel has a forecastle, bridge and poop, the latter being
a continuation of the bridge but at 2 feet less height. These

PASSENGER AND FREIGHT STEAMSHIP CORDOVA

erections cover 75 percent of vessel’s entire length. Large
watertight doors are fitted at the forward end of the bridge,
so that freight may be stowed under the bridge and poop.

The double bottom is constructed for carrying oil fuel, fresh
water being carried in the tank under the engines and in the
after peak. The vessel is divided transversely by four water-
tight bulkheads; she: has two holds, served by two large
hatches, 28 feet by 14 feet, on the main deck and one on the
poop deck, the former strongly constructed and pillared so
that heavy ore may be carried on top their covers.

The vessel is rigged as a two-masted schooner, the masts
being of steel. Each mast carries two booms, each of which
is capable of lifting 7 tons, also one boom designed and rigged
for 20-ton lifts. These booms are of wood and stepped on
a platform attached to the mast. The foremast carries a cross-
yard and square sail, also a leg-o’-mutton sail, and the main-
mast is rigged with storm sail. The mast and boom rigging is

exceptionally heavy, all shrouds, stays and cargo running gear
being steel wire with blocks of Boston and Lockport make in
steel shells. Chain lashings with turnbuckles and slip hooks
are provided in the forward well, so the vessel may carry
a deck load of lumber if required.

Two powerful winches are fitted at each mast; they are
of the vertical type, as manufactured by the Union Iron Works
Company, of San Francisco.

The vessel is fitted with a steam windlass, steam warping
capstan and steam steering engine, all of Hyde type. The
steering engine operates a pinion through a friction device
which absorbs all shocks, the pinion meshes directly with a
geared quadrant on the rudder stock. The hand-steering gear
operates the quadrant in a similar manner. A powerful
towing engine is located in a house on the poop deck. This
machine is of the Shaw-Speigle type, built by the American
Engineering Company, better known as Williamson Bros.

The crew are housed in the forecastle, the steerage and
waiters are in the after end of the poop, metal beds and lockers
being provided for their use. The galley, messroom, store-
rooms and cold-storage rooms are in the center house for-
ward and abaft the machinery space below the bridge deck.
A t-ton refrigerating plant of Vulcan Iron Works make is
installed for provisions and supplying ice water.

The passenger accommodation is in a house built on the
bridge deck, at the forward end of which is the dining saloon,
with the pantry abaft same, the latter having communication
with the galley by a stairway and dumb waiter. All of the
staterooms, with the exception of two, are outside rooms
having outside doors; there are three berths in each room
and all the furniture is of oak. Each stateroom is furnished
with the usual wash bowl, mirror, toilet rack and steam radia-
tor. The toilet rooms are located between the engine and
boiler hatches, each being fitted with a shower bath, wash
basins and tiled floor. These toilets are lighted and ventilated
by overhead skylights. A small sitting room is provided for
passengers on this deck, and a smoking room, finished in plain
oak, is located on the boat deck, access to which is obtained by
metal stairways. The bridge and poop decks are sheathed
with heavy pine and form a splendid promenade for pas-
sengers.

The vessel is fitted with a wireless telegraph apparatus, the
operator’s room and office being located alongside the smoking
room.

The officers’ quarters are in the deck house at the forward
end of the boat deck and immediately abaft the pilot house.
These rooms are finished in oak. The captain’s room is
paneled in oak, and has a door opening into the pilot house.
The pilot house is protected by a covered-in navigating bridge,
on which the engine room telegraphs are placed; this navigat-
ing bridge is carried out to the sides of the ship, and is 2 feet
above the boat deck, but level with the pilot house floor. A
standard compass and searchlight are placed on top of the
pilot house.

The vessel has one triple-expansion, surface-condensing en-
gine, with cylinders 19 inches, 30 inches, 50 inches diameter and
a stroke of 36 inches. The high-pressure and intermediate-
pressure cylinders have piston valves, while the low-pressure
cylinder has a double-ported slide valve. The condenser is built
in with the frame of the engine. The valve gear is of the
Stephenson link type. A steam reversing gear is installed and
water circulation is provided for all bearings. The air pump
and two bilge pumps are attached to the back of the condenser.
The independent pumps, made by the Fairbanks-Morse Com-
pany, are the main and auxiliary feed pumps, donkey and fire

267

INTERNATIONAL MARINE ENGINEERING

Jury, 1912

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268

pump, bilge and deck pump, sanitary, salt-water and fresh-
water pumps. The circulating pump and engine were con-
structed by the builders of the vessel and her machinery. A
12-ton capacity evaporator is installed for making up fresh
water losses, also a vertical multi-coil feed-water heater, both
of Griscom-Spencer Company make.

The vessel has two main single-ended Scotch boilers, 12
feet diameter by 11 feet 6 inches long, each boiler having
three furnaces. The steam pressure is 180 pounds per square
inch. A vertical donkey boiler, 4 feet 6 inches diameter by 9
feet high, is located on the main deck. Settling tanks are built
in the boiler room in connection with the fuel oil system; one
oil tank pump and two oil fuel pumps are installed. The
system of supplying oil to the furnaces for combustion and the
arrangement of burners is such that no steam or compressed
air is required for atomizing the oil, and is known as the
Dahl’s patent oil-burning system, as manufactured by the
Union Iron Works, of San Francisco.

The vessel is lighted throughout by electricity, two genera-
tors, one of 13 kilowatts and one of 6.6 kilowatts capacity,
being installed, and each direct connected to a De Laval steam
turbine engine.

This vessel can carry 1,930 long tons cargo, 4,038 barrels
of fuel oil and too tons of fresh water on a draft of 18 feet.
She has accommodations for seventy first class and nine
steerage passengers and carries a crew of thirty.

Five metal lifeboats and one working boat are placed on the
boat deck with an efficient device for lowering same. The
vessel is fully equipped for service to pass the United States
inspection for fire-fighting, navigating and life-saving appa-
ratus. Her gross tonnage is 2,273.50, net 1,406, the official
number 200,655, signal letters L. C. H. P. On trial with ballast
tanks full the vessel made a mean speed of 12 knots and de-
veloped 1,200 indicated horsepower. She is expected to make
about 10 knots when loaded in service.

Sea-Going Tugs Sonoma and Ontario

Two single-screw, seagoing tugs, Sonoma and Ontario, are
at present being completed by the New York Shipbuilding
Company, at Camden, N. J., for the United States navy.
Each vessel is of the following dimensions :

Leman Over All oooccosooccococccc00 185 feet 2 inches.
Length between perpendiculars (fore

side of stem to after side of

TUG? NOSE) 5 000c000000docc0000 175 feet.
Beam, wm sscovcossos0000 34 feet.
ICAI OVS GUBIGIS sococccoacocac 35 feet 6 inches.
Depth, molded, to main deck ..... 20 feet 3 inches.
Mean load draft (salt water)...... 12 feet 6 inches.
SypaaGl, WORE, Mie SEA onccov0d00s000 14 knots.

The vessels are of open-hearth steel throughout, and built
in accordance with the rules of the American Bureau of
Shipping and under special survey. Each vessel is sub-
divided by seven watertight bulkheads, and has a raked stem
and elliptical stern, two masts, with a derrick boom of 5 tons
capacity on the foremast, schooner rig and a wireless outfit.
These tugs are very large and powerful, being well adapted
for the work they would be called upon to do in the event of
war.

Quarters for a naval complement of four officers,
chief petty officers and thirty-five men are provided for.

There is fitted forward a steam windlass, combined with a
towing bitt, the windlass having warping ends. A reversible
capstan is fitted on the main deck aft. Two steam winches of
5 tons capacity each are located, one at the foremast on the

three

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

main deck, the other at the main mast on top of the deck
house. A towing machine is provided in the after end of the
main deck house and supplied with necessary hawser rollers,
etc.; a towing bitt is also fitted aft.

The steam steering engine is located in the engine room,
and is connected with the pilot house; a combined steam and
hand-steering wheel is fitted on the after end of the deck-house
top. The vessel’s boats consist of one 21-foot motor dory, one
28-foot whale boat and one 16-foot dinghy, the former .two
being slung under davits. One 4-inch Monitor fire hose nozzle
is fitted on top of the pilot house and a similar one on top of
the deck house aft. A machine shop, amply equipped, is
located upon a platform on the port side of the engine room.

A double bottom and feed-water tanks are fitted under the
boilers. Peak tanks are arranged for the carrying of fresh or
salt water. The coal bunkers are abreast of the boiler room,
and a cross-bunker is aft of the boiler room. The drinking
water tanks contain 4,000 gallons of fresh water, and there is
a gravity tank of 500 gallons. Refrigerator space is provided
with a capacity of 550 cubic feet.

The propelling machinery is placed amidships, and consists
of two single-ended Scotch boilers, arranged fore and aft,
with the fire-room between the two. They are 16 feet in
diameter and 11 feet between heads, with a working pressure
of 200 pounds per square inch. The main engine is of the
vertical, inverted cylinder, triple-expansion, surface-condens-
ing type, of about 1,800 horsepower, with cylinders 1934, 3114

‘and 54% inches diameter, respectively, with a common stroke

of 36 inches.

New Steamship for Australian Service

The Dimboola, which was launched from the Neptune works.
of Swan, Hunter & Wigham Richardson, Ltd., on May 3, is.
being built to the order of the Melbourne Steamship Com-
pany, Ltd., of Melbourne, Australia, being intended for their
passenger and cargo service on the southeast, south and west
coasts of Australia... She will run between Sydney, New
South Wales, and Geraldton, West Australia, calling at
various intermediate ports, and she is expected to take about
four weeks for the round trip.

The Dimboola is a finely proportioned steel steamer, 360 feet
in length by 50 feet beam by 34 feet deep, with forecastle and
poop and bridge combined. She is fitted with a double bottonr
all fore and aft. The propelling machinery will consist of a
set of quadruple-expansion engines, which, with the boilers,
are being constructed at the Neptune works. There is a fine
promenade deck amidships, with a house containing the first
class music room and staterooms for twelve first class pas-
sengers. Below this, on the bridge deck amidships, is the first
class dining saloon, a handsome room, which will have seating
accommodation for about sixty passengers. On the same deck |
near at hand are staterooms for sixty first class passengers.
Close to these is a very comfortable smoking room for first
class passengers. On the same deck, aft, the second class.
passengers have their dining saloon and a smoke room, while
below are staterooms for seventy-four second class passengers.

As the carriage of cattle is an important feature in the trade
for which this vessel is designed, space is arranged on the
upper deck to carry about 150 head of cattle, while there are
rooms for stockmen in attendance. The cargo arrangements.
are very complete, and the gear includes four steam cranes,
three steam winches, a derrick for lifting specially heavy
loads, etc. As the vessel will frequently be trading in very
hot climates, special attention is paid to the ventilation of. all
spaces, and there is a refrigerating engine and insulated
rooms.

“JULY, 1912

INTERNATIONAL MARINE ENGINEERING

Russian High-Speed Marine Diesel Engines

After the revelations, first made in the January issue of this
journal, of the progress made with the installation of big
Diesel engines in ships in Russia, it will not perhaps be a
surprise to learn that the Maschinenfabriek Ludwig Nobel, of
St. Petersburg, has perfected the high-speed, lightweight
marine oil engine of this type, and we are again enabled to be
the first to give some interesting illustrations and full details
of a vertical Diesel engine of 180 brake-horsepower that
weighs but 33 pounds per horsepower.

It is extremely unlikely that any other concern can claim the
experience that Nobels have had in this direction, as during
the last eight years the marine engines constructed by them
aggregate 20,000 horsepower, while at the time of writing they
have another 20,000-horsepower going through the shops, a

BY J. RENDELL WILSON

be the means of securing an unheard-of speed for torpedo
boats, despatch boats and destroyers with perfect safety, as
the fuel used is residue oil. Although for a Diesel engine,
the running speed (450 revolutions per minute) is certainly
on the high side, it is by no means impractical, and to obtain
the same power for the cylinder bore and stroke a gasoline
(petrol) engine would have to turn much faster, resulting in
excessive piston speed. Again, the engine which I propose to
describe first is only 9 feet long over all by 4 feet 9 inches
high, or about the size and weight of an ordinary 50-horse-
power marine kerosene (paraffin) engine and reverse gear,
although nearly four times that horsepower is obtained, while
the fuel consumption is nearly one-half.
and important fact.

A very noteworthy

FIG. 1.—LUDWIG NOBEL 180-BRAKE-HORSEPOWER HIGH-SPEED MARINE DIESEL ENGINE

large number of which have been ordered by Nobel Bros.
Naphtha Company, the great oil firm. Altogether the num-
ber of Diesel engines, including land types actually supplied
in thirteen years, is 500, aggregating 60,000 horsepower. With
the marine sets their experience covers many types of vessels,
including yachts, submarines, tugboats, passenger, mail, cargo
and tankships, also six 1,000 brake-horsepower gunboats,
while by the time these words are in print the engines for a
Russian reyenue,cruiser will have been accepted, the trials
of which were run during May at Nicolieff. The largest
single engine yet installed is of only 1,000 horsepower, but,
unfortunately, no details of this vessel and machinery are
obtainable. It was six years ago that they completed their first
reversible Diesel engine. Vessels engined by them previous
to this date were used in conjunction with electric or pneu-
matic clutches and special reversing gears.

The perfection of the lightweight heavy oil engine is by no
means a small achievement, and there is no limit for the
development, especially for naval work, and it may eventually

Figs. 1, 2 and 3 are illustrations of a six-cylinder non-
reversible Nobel-Diesel marine engine of the four-cycle,
single-acting vertical type, developing 180 horsepower at 450
revolutions per minute. Light weight is obtained by adopting
an aluminum crankcase, and fitting sheet copper water-jackets
to the cylinders, and by carefully designing every feature to
obtain a minimum of size without sacrificing strength where
such is required. Consequently the weight, with flywheel, is
but 2 tons 13 cwts., that is to say, 33 pounds per horsepower,
which is certainly a record in the history of the vertical Diesel
engine. When one considers that the engine is of the four-
cycle type, and that only one power impulse per cylinder is
obtained every two revolutions the result is remarkable.
There are six working cylinders, cast in pairs, each having a
bore of 9 inches and 12 inches stroke, so that each cylinder
gives over 68 horsepower for every combustion stroke, and,
of course, half that figure every revolution. Fig. 3 is a draw-
ing of this engine, while Fig. 2 depicts the valve arrangements
on the cylinder heads.

270

At the forward end is a two-stage air compressor for pro-
viding the air for starting, reversing and fuel injection. This
compressor forms an extension of the engine, and is driven
off the crankshaft by a connecting rod. Mounted on the
cylinder heads and running lengthwise is a camshaft (en-
closed in an aluminum casing), which is operated by bevel
gearing from a vertical spindle arranged between the forward
cylinder and compressor, the drive from the crankshaft also
being by bevel gearing. All the valves, with the exception
of the fuel injection and air-starting valves, are actuated
directly by the cams, the usual rocker arms being dispensed
with, thus saving considerable weight. The fuel injection
valve, it will be noted, is mounted on the starboard side of the

ExwausT VALVE

Ain STARTING VALVE

FIG. 2.—VALVE ARRANGEMENT IN CYLINDER HEAD

cylinder head, and is operated from its cam by two small
rockers with a short intermediate shaft. Accessibility to the
valves is a special feature, and any one can easily be taken out
by removing the pins A (see Fig. 2), and by bodily swinging
over the camshaft with its casing, the pins B forming hinges.

Turning for a moment to the fuel injection valve C, it will
be seen that the cam F, which is turning at half-engine speed,
operates the rocker D;, which is eccentrically mounted at H,
and the movement is transmitted by the rod £ to the rocker
D, which is mounted on a fulcrum at Hy. This rocker opens
the fuel valve C, which shuts by the powerful spring J, air
first blowing in the fuel at K, it being admitted at L. The rod
E is adjustable at G; thus the lift of the fuel valve can easily
be regulated.

The working action of the engine is as follows: For start-
ing, air is admitted under pressure from a steel storage bottle
to the cylinder, the piston of which has just passed the dead-
center, and is commencing the down-stroke. This gives suf-
ficient turning impetus for the other cylinders to come into
play in turn; starting air is then, of course, shut off, the rocker
operating the valve being mounted on an eccentric fulcrum, so
is easily lifted clear of the cam by a hand lever. On the down-
stroke of the piston that first picks up the load, air is drawn

INTERNATIONAL MARINE ENGINEERING

JULY, 1912

through a mushroom yalve, via a silencing box, and on the
up-stroke is compressed to 525 pounds per square inch. Just
as the piston reaches the top of the compression stroke the
fuel valve opens, and the oil (specific gravity 0.8 to 0.9) is
injected by air blast from the high-stage compressor at 1,050
pounds per square inch. Combustion is instantaneous, and the
next up-stroke is the exhaust. This cycle of operations is
continually repeated with all cylinders as they pick up the load.
Taking the cylinder compression into consideration the pres-
sure used for fuel injection is unusally high. But this ensures
the fuel being well sprayed across the combustion chamber
for the purpose of perfect combustion. Thus the efficiency is
very high, and the fuel consumption, I understand, ranges
from 0.41 to 0.45 pound per brake-horsepower per hour, being
exceptionally low figures. Control of the air and fuel valves
is by a hand-wheel.

There are no cross-heads and guides, as the trunk type of
piston has been adopted and the pistons are of ample length
to take up the side thrust. Very large doors are provided to
the crank case through which the pistons and connecting ‘rods
can be withdrawn and the main bearings examined. The fuel
pumps, of which there are three, one for each pair of cylin-
ders, are of the plunger type. They are mounted on the head
of the after cylinder, and are driven by eccentrics on a lay
shaft, which is operated by pinions from the overhead cam-
shaft. They are controlled by a centrifugal governor arranged
in the flywheel. From each fuel pump the fuel pipe is led to
a small distributing valve on each pair of cylinders which can
be regulated by hand. Both lubricating and water-cooling
arrangements are very complete, even the crank-case sump
from which the oil is pumped being water-cooled. Before
passing to the working parts the lubricating oil first passes to
eight adjustable sight-fed lubricators arranged at the forward
end of the engine. Another minor detail is that the cam-
shaft is equipped with ball-bearing thrusts. This engine, of
course, is more suitable for yachts rather than for commercial
vessels.- In fact, Mr. Ludwig Nobel has had two high-speed,
350-horsepower engines of the two-cycle type, but with open
crank pits, installed in his new 120-foot yacht, with the result
that a speed of 20 knots has been obtained.

I am also enabled to include some interesting illustrations
of an 8-cylinder V-type Diesel engine (Figs. 5 and 6), de-
veloping 150 horsepower at 500 revolutions per minute, which
has been driving Mr. Nobel’s yacht Intermezzo for several
years. The owner tells me that this engine has run at a
much higher speed than its normal rate. He uses the yacht on
the Neva, and she is 56% feet long by 8 feet 3 inches beam,
with 3 feet 10 inches draft on a displacement of 10 tons, and
has a speed of 15 knots. Unlike the engine just described this
particular model is reversible, reversing being carried out by
longitudinally moving the cam-shaft by means of a hand lever
at the forward end, which brings another set of cams into
action. At the same time the small hand-wheel, arranged at
the side of the lever, is turned, which shuts off the fuel and
admits compressed air to the pistons on the up-stroke, turning
the crankshaft in the reverse direction. Another slight turn
of the hand-wheel shuts the air valve and opens the fuel
valve, allowing all cylinders to pick up the load. It will be
noted that the cam-shaft is arranged in the apex of the V
formed by the junction of the cylinders, from which the
valves in the cylinder heads are operated by means of push
rods and rockers. As there are four valves to each cylinder,
the cam-shaft, which is driven by gearing from the crank-
shaft at the after end, has to operate no fewer than thirty-two
valves. The cylinders have sheet copper water-jackets, and
the crank-case and valve casing are both of aluminum. Ad-
mission to the crank-case is by a large door at the forward
end and by a series of small removable plates just under the

Jury, 1912

cam-shaft, which is raised clear of the crank-case, being
supported by five strong aluminum brackets.

To all appearances there are ten cylinders, but the fifth
cylinder on each side at the forward end is an air compressor,
the low stage being on the starboard (left side of illustration )
and the high stage to the port side. The low-pressure air is
utilized for starting and reversing, while the high-pressure air
is for fuel injection. Each cylinder has a bore of 8 inches

by 8% inches stroke, and every pair is arranged facing, the
connecting rod of the one cylinder being forked to receive the
other; thus every throw of the crank-shaft, with its big end,
The pistons are of the trunk
A water-cooled silencer is arranged along each side

is sufficient for two cylinders.
type.

INTERNATIONAL MARINE ENGINEERING

271

gines just described. Working on the four-stroke principle
it has four cylinders, cast in pairs, and develops 125 brake-
horsepower at 450 revolutions per minute. In this case the
metal used for the cylinders and crank-case is cast iron, and
an engine of this type seems suitable for tugs, fishing vessels,
vedette boats or small cargo craft. The flywheel, too, is much
larger and heavier than with the lightweight motors. Its over-
all length, including flywheel, is 7 feet 6 inches, and its height
is 4 feet 8 inches from the center of the crankshaft. All the
valves are arranged on the cylinder heads, although the fuel-
injection valves are on the starboard side of the cylinder
heads. They are operated by rockers and long push-rods from
a cam-shaft, which is arranged on the crank-case at the star-

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FIG. 8.—SECTIONAL DRAWING OF SIX-CYLINDER 180-HORSEPOWER NOBEL-DIESEL ENGINE

At the forward end, by the control levers,
is mounted a sight-feed lubricator, there being fifteen force-
fed oil drips, which are carried to the chief working parts.
The weight of this engine is even more noteworthy than the
vertical model just described, but from the general design this
may be expected. Its total weight, with flywheel and compres-
sors, is but 2 tons; that is to say, 30 pounds per brake-horse-
power; certainly an extraordinarily low figure, considering that
the engine is directly reversible. The figure is such that the
engine should give excellent results in a racing boat, despite
the fact a fairly large propeller would be required; also, it
must be remembered that this engine can maintain a much
higher turning speed if necessary, while I understand that it
will run smoothly at 200 revolutions per minute—not an
inconsiderable radius.

Let us now turn to Fig. 4. This engine is also of the high-
speed Diesel type, but of slightly heavier build than the en-

of the crank-case.

board side. The cam-shaft itself is driven by enclosed gear-
ing from the crank-shaft at the after end, while the two-stage
compressor is driven direct off the crank-shaft at the forward
end. It is interesting to note that the cam-shaft serves four
purposes in addition to operating the four valves to each
cylinder. Between the two pairs of cylinders are four fuel
pumps of the plunger type, one to each cylinder, and these
are operated by eccentrics on the cam-shaft. At the after end
the cam-shaft actuates a centrifugal governor which is con-
nected to the fuel pumps by a steel rod, and when the engine-
speed is excessive shuts off the fuel supply. At the forward
end of the cam-shaft is operated a set of five plunger lubricat-
ing pumps, also a large rotary water-circulating pump. The
two levers on the cylinder heads are apparently for raising the
rollers of the rockers operating the fuel and inlet valves clear
of the tappets when reversing. In this case these rockers
must be mounted on eccentric fulerums. The lever for bodily

272

INTERNATIONAL MARINE

JULY, 1912

ENGINEERING

FIG. 4.—125-BRAKE-HORSEPOWER FOUR-CYLINDER

shifting the cam-shaft for reversing can be seen at the after
end; the action of moving the cam-shaft brings, of course,
another set of cams into action. With this engine the trunk-
type of piston has also been adopted,

Epitor1AL Note:—Owing to the difficulties of translating
from the Russian language it is possible that one or two slight
errors—not necessarily the author’s—may have crept in, but
Mr. Wilson has paid the greatest attention to the accuracy
of the figures quoted. On account of the vast resources of
petroleum in Russia it is not strange that the engineers of that
country should be among the pioneers in the development of
this type of engine.

FIG. 5—EIGHT-CYLINDER, V-TYPE NOBEL-DIESEL ENGINE

DIESEL ENGINE,

4506 REVOLUTIONS PER MINUTE

The Robert Mase

A side-wheel, shallow-draft towboat, which is said to be
the most powerful tug on the River Rhine, was built some
time ago by Messrs. Gebr. Sachensberg, Rosslau (Elbe), for
the Harpen Collieries, Mudheim,- Ruhr. The vessel is 246
feet long, 68.8 feet beam, with a depth of 4.3 feet. The ma-
chinery consists of one triple-expansion engine, capable of
developing about 2,000 horsepower. This vessel was chris-
tened the Robert Miiser. Under ordinary circumstances the

THE MOST POWERFUL SIDE-WHEEL TUG ON THE RHINE

boat carries a tow of from four to six barges, with a total
capacity of about 6,500 tons, up the river against the current.
The boat was built especially for the coal-carrying trade on
the middle and upper reaches of the Rhine between Duis-
berg and Mannheim. After the steamer was completed she
made the voyage from the Elbe to the Rhine under her own
steam, and, in spite of encountering very rough water, she
showed admirable qualities, and arrived at Rotterdam with-
out damage.

The Bureau of Navigation reports 269 sailing, steam and
unrigged vessels of 35,302 gross tons built in the United
States and officially numbered during the month of May, ro12.
Of the steel steamers, six, aggregating 7,308 gross tons, were
built on the Atlantic and Gulf coasts, and four, aggregating
9,047 gross tons, were built on the Great Lakes.

JuLy, 1912

INTERNATIONAL MARINE ENGINEERING y 273

The Diesel Engine—Its Application to Ship Propulsion*

BY DR. RUDOLF DIESEL

There have been so many articles published recently, and
especially during the past year, in technical periodicals of all
languages, on the construction of the Diesel engine and its
various types, that it is hardly possible to give any fresh in-
formation on the subject. The author, therefore, proposes
to admit as generally known the working priyciple and the
construction of his engine and to discuss ory questions of
general importance.

EFFICIENCY

Since its first appearance in 1897 the Diesel engine has been
built by the thousands in the best factories of all industrial
countries, and has been set up in the most remote corners of
the world. It has proved to be a most reliable engine when
properly built, and to-day the thermal or indicated efficiency
reaches 48 percent in this engine, and the effective or brake
efficiency reaches, in some cases, 35 percent of the heat value
of the fuel.

The Diesel engine is the only engine which converts the
heat of the natural fuel into work in the cylinder itself with-
out any previous transforming process, and which utilizes it
as completely as the present advancement of science permits ;
it is. therefore, the simplest, and at the same time the most
economical, prime mover. These two facts explain the suc-
cess of the Diesel principle, which lies in the new method of
the internal working process and not in constructional im-
provements of older types of engine.

A further reason for this success is that the Diesel engine
has broken the monopoly of coal and has solved the problem
of using liquid fuel for power production in its simplest and
most general form. It has become for all liquid fuels what
the steam engine and gas engine are for coal, but in a much
simpler and more economical way. The truth of this state-
ment was strikingly proven at the Turin Exhibition of last
year. At this Exhibition, in the large Machinery Hall, a
steam turbine and a large Diesel engine, both made by Franco
Tosi, of Milan, and set up on the same stand, were worked
together with the same liquid fuel. The boilers of the steam
plant were fitted with Koerting nozzles for burning crude oil.

The difference between the two plants was, therefore, this:
For the working of the steam engine the complete boiler plant,
with its chimney, fuel supply apparatus, purification plant for
feed water, with feed pumps, extensive steam pipes, condensa-
tion plant with water pumps and an enormous quantity of
water, had to be provided, with the final result of consuming
two and one-half or more times the fuel per horsepower re-
quired by the Diesel engine standing beside it. The latter,
being an entirely self-contained engine without any auxiliary
plant, took up its crude fuel automatically and consumed it
direct in its cylinders without any residue or smoke.

FUEL

Thus the Diesel engine has doubled the resources of man-
kind as regards power production, and has made new and
hitherto unutilized products of Nature available for motor
power. The Diesel engine has thereby exercised a far-reach-
ing influence on the liquid fuel industry, which is at the pres-
ent time improving more rapidly than was previously conceiy-
able. It has been proved by recent geological researches, not
only that there is probably on the globe as much, or perhaps
even more, liquid fuel than coal, but also that it is more con-

*Abstract of a paper on “The Present Status of the Diesel Engine
in Europe and a Few Reminiscences of the Pioneer Work in America,”

tread before the American Society of Mechanical Engineers, New York,
April, 1912.

veniently distributed as regards its geographical position.
That the auxiliary industries of petroleum production are
also considerably influenced, is shown by the great increase
which the transport industry for liquid fuel has experienced in
recent times, especially the great development of tank vessels,
which are, or will be, mostly driven by Diesel engines.

But with all this, the influence of the Diesel engine in the
world’s industries is not exhausted. As early as the year 1899
the author utilized in his experimental engine the by-products
of coal distillation and coke plants, such as tar and creosote
oils, with the same satisfactory results as with natural liquid
fuels; but at that time the quality of these oils was gen-
erally too inferior for their use in the Diesel engine, and it
was, moreover, subject to continual variation. It is only in
recent years that the chemical industries interested in the mat-
ter have, by improved methods of fractioning and refining,
combined with more careful selection of the material, suc-
ceeded in supplying fuel of a constant and regular quality
without the drawbacks of the crude tar oil used previously.
These products—the tar and tar oil—are thus, to-day, definitely
brought into the sphere of activity of the Diesel engine. This
fact is, perhaps, not of so great an importance to the United
States on account of its richness in natural oil, but it is of
the utmost importance for European countries, and especially
for those countries which do not have an oil production of
their own; and it may be of some interest to state that, for
instance, the tar production of Germany is sufficient for more
than five billions of horsepower-hours per year, which means
about one and three-quarter millions of horsepower running
three hundred days, ten hours each, all the year. In case of
war and the consequent cutting off of the supply of foreign
fuel, this quantity would be sufficient for running the whole
fleet, war and mercantile, and for providing in the meantime
the power for the inland industries as far as necessary.

One fact stands out clearly in this connection—namely, that
coal, which seemed to be most threatened by the liquid fuels,
will, on the contrary, gain a new and wider ground of appli-
cation through the Diesel engine. As tar and tar oils are
from three to five times better utilized in the Diesel engine
than coal in the steam engine, a much better and more eco-
nomical utilization of coal is obtained if, instead of being
burned under boilers on grates in a wasteful way, it is first
transformed into coke and tar by distillation. Coke is used
for metallurgical and other general heating purposes; from the
tar the valuable by-products are first extracted and undergo
further processes in the chemical industry, while the tar oils,
the combustible by-products and a large part of the tar itself
are burned in the Diesel engine under extraordinarily favor-
able conditions.

It is evident that these circumstances are of different im-
portance and value in different countries. Some are exclu-
sive coal-producing countries, others exclusive oil-producing
countries, and still others produce coal and oil, like the United
States. It is difficult to predict what development will take
place in a given country, but it is certain that the possibility
of burning the by-products of gas works and coke ovens in
the Diesel engine has had in Europe the effect of making the
different countries independent for their supply of liquid fuels,
in preventing the increase of prices for the natural liquid
fuels and the establishment of trust or monopoly companies.
This condition has been reached in Europe.

From what has been said the following statement may be
made: The proper development of the utilization of fuel

274

which has already been started and is now making rapid
progress, comprises, on the one hand, liquid fuel in Diesel
engines, and, onthe other hand, gas fuel, in the form of gasi-
fied coke, in the gas engines; solid fuel, as little as possible,
for power generation, but as much as possible in the refined
form of coke for all other heating and metallurgical purposes.

It is not generally known that it is also possible to burn
vegetable oils and animal oils in the Diesel engine without any
difficulty. The author made the first trials with earth-nut oil
(botanical name, Arachis hypogeea—an oil which is extensively
obtained from a plant growing abundantly in the tropical
wildernesses of Africa) at the Paris Exhibition in 1900, and
has since then repeated them with castor oil and palm oil and
also with animal oils. The use of vegetable oils may seem in-
significant to-day, but such oils may become in course of time
as equally important as some natural mineral oils and the tar
products are at the present time. One cannot tell what part
these oils will play in the colonies of the future. In any case,
they make it certain that motor power can still be produced
from the heat of the sun, which is always available for agri-
cultural purposes, even when all our natural stores of solid
and liquid fuels are exhausted.

MarInE ENGINES

The first Diesel marine engine was constructed in 1902 to
1903 in France, for use on a canal boat, by the French engi-
neers Adrian Bochet and Frédéric Dyckhoff, in conjunction
with the author. This engine had two pistons working in
opposite directions and one cylinder, and worked on a four-
stroke cycle. The great feature of this arrangement was the
very high speed which was made possible by the perfect bal-
ance. This small engine was, as stated, used to drive a canal
boat, and worked quite satisfactorily. Others were also built
in various sizes up to several hundreds of horsepower for
some French submarines by Sautter, Harlé & Co., Paris.

This type of engine is of no further practical interest to-day,
but it has at least the historical interest of being the first Diesel
engine to be used on a boat. Since the time mentioned, the
evolution of the Diesel marine engine has steadily continued,
stimulated chiefly by the demand for French submarines and
Russian river boats. The author has already mentioned that
later on the high-speed, four-stroke cycle engine, built for
electric power stations, were made even lighter than before
and used for French submarines and for Russian river vessels.
These engines were not originally reversible; on the contrary,
they were used to generate electricity by means of which the
propellers were driven indirectly for maneuvering. The first
reversing marine two-stroke cycle Diesel engine was built in
1895 by Messrs. Sulzer Bros. at Winterthur. At that time
engineers were not quite clear as to the importance and value
of the two-stroke cycle principle, and many firms went on
trying for years to make the four-stroke cycle reversible.
The first engine of this kind was built by Messrs. Nobel
Bros. at St. Petersburg in the year 1908 and was fitted to a
Russian submarine.

In many factories reversible four-stroke cycle marine en-
gines are still built; but, on the whole, engineers are, for
navigation purposes, inclined to abandon the four-stroke
cycle engine entirely and to replace it by the two-stroke
cycle engine.

For larger sizes of ship engines, no standard type can be
designated as yet. Each ship and each engine must be
treated individually. Although several of the engines of
Diesel liners are yet four-stroke engines, it appears unques-
tioned that the large ship engines will develop on a two-
stroke type with cross-heads and with exactly the number
of revolutions wanted by the propeller, and that there is a
tendency to make these engines as nearly as possible to re-
semble steam engines, even in those points where it would

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

not be necessary, because the marine people adopt new things
very much easier when they look similar to that to which they
are accustomed.

It is generally known that very important experimental
work is being done in different places for the purpose of
developing high-power marine engines with cylinder units
reaching 1,000 to 2,000 horsepower or more. Some manufac-
turers solved this problem with double-acting, others with
single-acting cylinders, but all on the two-stroke cycle. The
M. A. N. is experimenting on a 6,000 horsepower, two-stroke,
double-acting engine, with three cylinders of 2,000 horsepower
each. Messrs. Sulzer Bros. are just erecting a single cylin-
der of 2,000 horsepower single-acting, based on a construc-
tion which permits an entirely free expansion of the cylin-
der under the action of the varying temperatures. Krupp’s
Germania Yards have a 2,000 horsepower cylinder double-
acting on the testing stand. Vickers Sons & Maxim are ex-
perimenting on a large scale with the double-acting, two-
stroke cycle type. A cylinder unit of 1,000 to 1,200 horse-
power has been built by Messrs. Carels Freres for experi-
mental purposes.

If, as seems probable, these tests give satisfactory results,
the era of very large Diesel engines has come. For motives
of prudence, the various navies which are now fitting some
warships with Diesel engines started with one Diesel only
out of the two or three engines on board; the Diesel works
alone when the ship is cruising, but for high speed steam is
used as an auxiliary. It is evident that large warships will
not be fitted solely with Diesel engines until practical tests
on the high seas haye proved to be completely successful.

VESSELS PROPELLED BY DIESEL ENGINES

The author has compiled from publications and private
sources a complete list of Diesel engine propelled ships, built
or in course of: construction up to November, 1911, which
shows a total aggregate of 365, and an analysis of which
shows the following distribution:

@ill tankeivesselsis: .): soi celvcee terre about 30
ATA OS Earareretaietorss oo tts sheirosse, + ove os eaE Patera about 40
IMl@wore Gaba? WESSAGs500000000000000000000 about 10

Merchant vessels (freight, passenger
and combined freight and passen-

Ie WES) papeameabeddccs000G006 about 50 to 60
Mishing abOatss .siscccsss «+ qocueeoeres eee about 15
Submaninesy feces alan sek about 140
Warships (small cruisers, gunboats, mine-

layingaboatsmanduthenlike) mmereeretter about 40
Ssonalll sama GVA. oo00000000000000000000 about 20
IMGGCEIETEOHS WESSAIS 5 o0d00000000000000000 about 20

In the following the author will give a brief historical re-
view of Diesel engine ships and the results of trials and
journeys as far as a record of them has been obtainable.

One of the very first small cargo boats on the Lake of
Geneva was the Venoge, fitted with non-reversing engine
driving the propeller electrically. The captain maneuyers the
ship from his bridge entirely by electrical controllers. The
motor runs below him without any engine man. Already
this first boat shows the characteristic features of the Diesel
ship—namely, the motor is as far back as possible, the fun-
nel is absent, the deck quite clear, and the whole body free
for cargo.

The passenger vessel Uto, on the Lake of Zurich, 200 tons
displacement, 250 to 260 horsepower, has made regular pas-
senger trips on Lake Zurich since the summer of 1909. It
is a converted steamer. Weight of the previous steam plant,
including coal and water, 14.46 tons for 64.6 sea-miles radius.
Weight of the new plant, for double the power and 646 sea-
miles radius, is 9.6 tons. Cost of fuel, one-fourth of the pre-
vious cost. Saving in labor, one man.

JuLy, 1912

The German tug Fortschritt, in Hamburg harbor, is
equipped with a 150 horsepower Diesel engine. It made very
stormy voyages on the open sea and carried fuel for eight
days. Gain in length one-third over a steamer. The gain in
weight of machinery about one-fourth over steam plant.
Weight of fuel only 20 to 25 percent of weight of coal for
the same power in a steamer.

The Russian tug Jakut, of a towing capacity of 4,000 tons,
is equipped with 320 horsepower. The engines have already
worked satisfactorily for two years. The manettvering power
is better than with steam engines. The Jakut and a steam
ice-breaker went to the assistance of a ship and towed her
out of the ice. On this occasion the fuel consumption of
the Jakut was 4.3 tons, as compared with 32 tons by the
steamer.

A Diesel boat is used as a tug on the Volga. The boat has
a side wheel, and it ought to be mentioned that the Diesel
engine is equally well suited for this type of propulsion as
the screw propeller system.

The sailing vessel San Antonio, which is sailing between
the Baltic and the Mediterranean, was the first sailing boat
to be equipped with a Diesel motor for auxiliary power. The
boat has proved so satisfactory that since then the auxiliary
motor sailer is now being developed on a very large scale.

The motor sailer Quevilly is of about 6,500 tons displace-
ment, with 600 to 700 horsepower on two propellers. The
propellers can be uncoupled when using sails only; their re-
sistance when running light causes a loss of speed of one-
half knot. This is the first ship with Diesel engines to cross
the Atlantic. After the very good record of this ship, the
same owners are now building another motor sailer.

The largest sailing vessel in the world is La France, a
five-master of 10,730 tons displacement. Length, 430 feet.
Sail area, 69,966 square feet. Auxiliary motor power, 1,800
to 2,000 horsepower in two Diesel engines. Will run between
France and New Caledonia for the Caledonian ore trade.
Was launched on the 16th of November, tort.

The old North Polar ship Fram is fitted with Diesel en-
gines. Gain through replacing the steam engines by Diesel
engines: in engine space, 45 percent; weight of engine, 60
percent; weight of fuel, 80 percent; space for fuel, 85 per-
cent. Several years’ supply of fuel can be stored. Of 380
tons cargo capacity, 100 tons were previously required for
the coal storage. The Fram sailed for six months from
Christiania to the South Polar regions without touching land
and without reporting. During the voyage in the Antarctic
the engine worked for 2,800 hours without giving any
trouble. On March 13, 1912, Capt. Amundsen, on his re-
turn from the South Pole, wired these few words: “Diesel
engine excellent.”

Diesel engines are installed in the Russian oil tank vessel
Dielo, 5,700 tons displacement, 1,000 to 1,200 horsepower.
This vessel made several stormy voyages on the Caspian
Sea in the year torr. It illustrates very clearly the special
features of the Diesel ship; the entirely clear deck from one
end to the other, no funnels, and only two small exhaust
pipes on the stern, with invisible exhaust; engines on the
rear end of the ship with the ship body free for cargo.

There are now a large number of oil tank vessels under
course of construction in Europe: the largest one is being
built by Krupp in Germany for the,German Standard Oil
Company; it will be 525 feet long, and will have a carrying
canacity of 15,000 tons of oil.

The latest passenger and freight boat of Nobel Bros. on
the Volga is the Borodino, equipped with two Diesel en-
gines of 1,200 horsepower each. This boat was launched and
made her trials towards the end of tort. There are six of
these boats in commission, and a ship of the same kind is
being built at this time at Cockerills, in Belgium, for use

INTERNATIONAL MARINE ENGINEERING

275
on the Congo river, on order of the King of Belgium. This
will be the first steel ship on colonial rivers.

To-day the navies of the world have adopted Diesel en-
gines almost exclusively as the motive power for submarines.
The submersible boat Hvalon, of the Swedish navy, was con-
structed by the F. I. A. T. Co., Italy. She is quite a mod-
ern boat, of 125 tons displacement. She left Spezia on July
30, 1911, and arrived at Cartagena, Spain, August 2, 1911, hav-
ing covered the distance of 700 nautical miles without stop-
ping. She then went to Portsmouth, thence to Kiel and
Stockholm. A complete voyage of 4,000 miles was accom-
plished without escort and without mishap. She met with
very rough weather, but behaved very satisfactorily and won
high praise from her commander, Captain Magnussen. The
ship is propelled by three sets of Diesel engines.

The Russian gunboat Schtorm is also fitted with Diesel en-
gines. This boat, as well as two of her sister-ships, is sta-
tioned on the River Amur, in Asiatic Russia. The Russian
gunboat Kars and her sister-ship Ardagon, stationed in the
Caspian Sea, both have Diesel engines developing 1,000 horse-
power on two propellers. The engines are of the two-cylinder,
four-stroke type. Tests made in 1911 show a consumption
of 333 pounds, with oil, against 1,250 to 1,390 pounds with
coal.

A comparison has been made between two torpedo-boat de-
stroyers with Diesel engines and with steam engines. In the
Diesel ship the deck is perfectly free, permitting a much
stronger gtin equipment. The radius of action of the Diesel
ship is six and a half times the radius of a steam ship. The
space for the engines is one-half, which increases considerably
the space for the accommodation of officers and the crew.
It is of particular importance that in the Diesel ship the
engines are entirely placed under the armored deck, while in
the steam ship the steam engines and boilers reach up nearly
to the upper deck, and the deck is surmounted by smoke-
stacks. Such a Diesel engined destroyer is now being built
in England. A similar comparison has also been made by
English naval engineers for battleships. It is even more pro-
nounced here than in the above comparison that the Diesel
engines are entirely under the water line, which makes the
ship invulnerable from the enemy, as far as her engines are
concerned, and the fighting power of the ship is greatly in-
creased.

Two sister-ships, the Rapp and Snapp, are small merchant
vessels cruising in Swedish waters, of a cargo capacity of
300 tons and equipped with 120 horsepower. The engines
run for long periods at 55 to 60 revolutions, although the
normal speed is 300 revolutions. Since 1908 the vessels have
made nttmerous voyages between Sweden, Finland, Germany,
Holland, England, Iceland and Norway. On a voyage from
the east to the west coast of Sweden, through the canal, 75
locks had to be passed, through which the maneuvering power
seemed to be very satisfactory.

The first Diesel-engined seagoing vessel was the Toiler,
cargo capacity about 3,000 tons; 360 horsepower. The steer-
ing is controlled by compressed air. The cabins are warmed
by hot water, heated by the exhaust from the engines. First
voyage from the Tyne to Calais with a cargo of coal was
made in the summer of 1911 in very bad weather. Oil con-
sumption, 1.65 to 1.75 tons in twenty-four hours. A steamer
of the same size consumes 8 to 9 tons of coal per day; sav-
ing in cost of fuel, as compared with steamer, 50 percent.
Gain in cargo capacity, 60 tons. Voyage to North America
in September, torr. Fuel consumption, 2 tons per day. Sav-
ing in cost of fuel, as compared with steam plant, $11
(2/5/10) ; saving in labor, $5 (1/0/10) per day. Maneuver-
ing power proved to be very satisfactory.

The Romagna, of 1,000 tons displacement, 800 horsepower,
was put in commission in 1910 and made regular voyages be-

tween Ravenna-Trieste-Fiume during the summer of IoII.
In consequence of the faulty loading of the cargo, the ves-
sel sank in a terrible sirocco in November, 1011.

A Diesel-engined Hamburg-American liner of 6,500 tons
is under construction at the yards of the Aktien-Gesellschaft
Weser, of Bremen. She will have two Diesel engines of
2,000 indicated horsepower each, and will be delivered to her
owners about the middle of this year.

It is a peculiar coincidence that one hundred years separate
two such events as the introduction of the marine steam en-
gine on the River Clyde and the launching at Glasgow. of the
first Diesel liner built in the United Kingdom. The latter is
the freight and passenger ship Jutlandia, which is now being
completed by Messrs. Barclay, Curle & Co., and will run be-
tween Europe and Siam. The ship is of 5,000 gross tons,
and will have engines of 3,000 horsepower. The fuel is car-
ried in the vessel’s double bottom. The accommodations for
her passengers will be excellent; she will have magnificent
staterooms, each with its own bathroom. There is a large
dining saloon, smoking and music rooms. This luxurious
accommodation is due to gain in space from the Diesel en-
gine. This ship has no dangerous steam mains running
everywhere, the dreaded and dirty operation of coaling is
absent, and while the passengers enjoy the absence of heat
from the boilers and smoke from the funnels, the owner will
remember that the firemen’s quarters, the boiler and bunker
space, and the room occupied by numerous ventilation shafts
and the funnel up-takes, may be utilized for carrying more
passengers and freight, this gain in the Jutlandia being more
than 20 percent. The exhaust from the engines will be car-
ried up the hollow steel mizzenmast, so that no fumes reach
the passengers. In place of twenty-five engineers and stokers
in a similar steam-driven vessel, only eight engineers will be
required to operate the new Diesel vessel.

This ship is practically a sister-ship of the Selandia, built by
Burmeister & Wain, Copenhagen, which has been thoroughly
described in previous issues of INTERNATIONAL MARINE EN-
GINEERING. The Selandia has now made her first trip to
Bangkok, and it has been very successful. The cargo is 1,000
tons more than in a steamship of the same size. The own-
ers anticipate a saving per annum in the fuel bill of $25,000
(£5,120), and a gain in the yearly freight receipts of about
$15,000 (£3,080). The East Asiatic Co., owners of the
Selandia, have just placed orders for eleven Diesel ocean
liners of the same type and of tonnage ranging from 6,000 to
10,000 tons.

Floating Dock for the British Admiralty

An immense floating dock for the British Admiralty has
been under construction this year at the Wallsend shipyard
of Swan, Hunter & Wigham Richardson, Ltd. Some:idea may
be gained of its size when it is known that the ground area it
covers is no less than two and a quarter acres, while the total
height of the side walls is 66 feet. This is one of three docks
that Swan, Hunter & Wigham Richardson, Ltd., are construct-
ing at present for the British Admiralty, for whom they also
built a battleship dock several years ago. This last named
was designed for accommodating vessels displacing 17,000
tons, and is stationed at Bermuda. The latest dock has nearly
twice that lifting capacity, namely, 32,000 tons. In addition
to the docks built by Swan, Hunter & Wigham Richardson,
Ltd., for the British Admiralty others have been constructed
at the Wallsend shipyard for the governments of Natal,
Southern Nigeria, Spain and Japan, and also a score for
British and foreign clients all over the world. The way in
which these immense structures can be towed to distant parts
is most remarkable. The British Admiralty dock for Bermuda
was towed nearly 4,000 miles to its destination. The floating

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

dock for the Natal Government was towed over 8,000 miles
to Durban, and a 7,000-ton dock was safely delivered a year
or two ago at Callao, the port of Lima, in Peru, the distance
from the Wallsend shipyard being about 11,000 miles. Other
docks built by Swan, Hunter & Wigham Richardson, Ltd.,
have been towed to various European ports, and also to more
distant one, such as Para (in Brazil), Port of Spain (in the
island of Trinidad), Egypt, and the West Coast of Africa.

The dock that has just been launched is double sided, and
in designing it the builders have been closely associated with
Messrs. Clark & Standfield, of Westminster. At the bow end
of the dock there is a pair of pivoted flying gangways, to give
access from one wall of the dock to the other. In the walls
of the dock is living accommodation for a number of officers
and men. A complete telephone system is also installed to
give communication between the engine and boiler rooms and
different parts of the dock. There are eight steam boilers,
which have been constructed at the Neptune Engine Works of
the builders. The pumps have been supplied by Messrs.
Gwynnes, Ltd. There is also a very complete outfit of steam
and hand capstans placed on the walls of the dock to warp
vessels into position. The dock is lighted by electricity
throughout, and on the walls are two electric traveling cranes.
In order to facilitate rapid repairs a commodious workshop
is provided in one of the walls with an equipment of machine
tools and all necessary plant and appliances. Preservative
bituminous enamel in solution, made by W. Briggs & Sons,
Ltd., of Dundee, has been applied to the dock externally and
internally.

A River Plate Steamer

El Uruguayo is the name of a twin-screw steamer built by
Messrs Alexander Stephen & Sons, Linthouse, Glasgow, for
the new fortnightly service which Furness, Withy & Co., Ltd.,
are establishing between Liverpool and the River Plate. This
service is to alternate with that of the Royal Mail Steam
Packet Company.

The steamer is the first vessel to be constructed for the
new service, and she is the largest vessel ever entirely designed
for the carriage of chilled and frozen meat. Her insulated
capacity is Over 400,000 cubic feet.

This vessel is 456 feet in length over all by 59 feet beam by
38 feet molded depth. Of the shelter deck type, she has four
complete decks fore and aft, with long bridge and boat deck
amidships and a forecastle forward. The hull was constructed
in details specially arranged by the builders with the British
Corporation for the work of insulation and in accordance
with the requirements of the meat-carrying trade. The shell,
underside of decks, bulkheads and tank tops are insulated with
granulated cork, and all the decks in the refrigerated spaces
are laid with Litosilo.

For effective cargo working the hatches are trunked and
insulated through the four decks, so that any part of the ship
can be loaded or discharged without affecting the refrigeration
of the remaining portions. The hatch trunks are arranged
for the reception of carcasses.

All the cargo gear, derricks and winches have been arranged
so that three gangs of men can work simultaneously at each
of the large hatches. This will permit of the rapid discharge
of an enormous cargo of meat.

The work of insulation is carried out by the builders and
the refrigeratiing machinery is installed by Messrs. J. & E.
Hall, Dartford. Each chamber is cooled by brine circulation
to a temperature suitable for chilled or frozen meat. The ma-
chinery is controlled entirely from the refrigerating engine
room, and the brine grids are specially designed for chilling
as well as freezing meat. The refrigeration machinery is in
duplicate throughout.

JuLy, 1912

The propelling machinery constructed by the builders con-
sists of twin-screw, triple-expansion engines with cylinders 25
inches, 41% inches and 70 inches diameter by 48 inches stroke.
Steam is supplied from six large boilers working under How-
den’s system of forced draft at a pressure of 200 pounds.
There is a large outfit of auxiliary machinery.

On the bridge deck accommodation is provided for officers

INTERNATIONAL MARINE ENGINEERING

277

and engineers. There are also staterooms, saloon, smoke
room, etc., for a limited number of first class passengers.
And inside the bridge and poop are comfortable quarters for
about 400 emigrants.

The work of construction, both of hull and machinery, has
been under the supervision of Messrs. William Esplen & Son,

Liverpool,

Launch of the Latest British Battleships and Battle Cruisers

The launch by Scotts’ Shipbuilding & Engineering Company,
Greenock, of the latest super-dreadnought battlehip for the
British navy, together with the launch at Jarrow of the battle
cruiser Queen Mary, makes a remarkable record in the story
of any fleet. The addition, on consecutive days, of two
vessels, each the largest and most powerful of its class, and
each more powerful than any ships of the same type yet built
for any other navy, marks a very definite stage in British naval
progress. The battleship Ajax was laid down at Greenock on
Feb. 27, 1911, and will be commissioned early next year.
Scotts’ Company build not only the hull but also the turbines
and boilers and all the other necessary machinery.

From the time when the vessel began to move on the ways
until she was fully water-borne seventy seconds elapsed. The
launching weight of the hull was rather more than 9,000 tons,
and the breadth of the launching ways was 6 feet. The vessel
was released by the old method of dogshores and falling
weights, the mechanism working perfectly.

The Ajax is a battleship of the Dreadnought type, with
better armor protection than the original ship, 13.5-inch guns
instead of 12-inch guns in her main armament, and 4-inch
guns instead of 12-pounders in her anti-torpedo boat arma-
ment. The Dreadnought's greatest broadside fire is 6,800
pounds, from eight 12-inch 45-caliber guns; that of the Ajax
will be 12,500 pounds, from ten 13.5-inch guns. The guns of
the Ajax are installed in pairs in turrets on the middle line of
the ship. The Colossus is also able to use all of her ten 12-inch
50-caliber guns on either beam, two of her five turrets being
placed en echelon on the wings. Her greatest broadside fire
is, roughly, 8,500 pounds, as compared with 6,800 pounds for
the Dreadnought and 12,500 pounds for the Ajax. The Dread-
nought has twenty-seven 12-pounders in her anti-torpedo boat
armament. The corresponding provision in the Ajax is, as in
the Colossus, sixteen 4-inch guns. They are single-tier
armored batteries, and are disposed so as to give the best pos-
sible protection against torpedo attack.

The main armor protection is also better. The side armor,
greatest thickness 12 inches, extends for nearly two-thirds of
the vessel’s length. The two lower strakes are of 12 inches,
above that is one of 9 inches and above that one of 18 inches.
Forward and aft of the heavily protected part of the ship
armor tapering from a thickness of 6 inches extends to the
stem and the stern.

All this increase of offensive and defensive qualities finds
expression in larger dimensions. Between perpendiculars the
Ajax is 555 feet long. Her beam is 89 feet 6 inches, and her
draft 27 feet 6 inches. The displacement is slightly more than
23,000 tons. In order to drive the bigger ship at the same speed
as that of the other Dreadnought the propelling machinery,
which consists of Parsons turbines arranged for four screws,
will develop about 31,000 shaft-horsepower. All the battleships
of the Dreadnought type have designed speeds of 21 knots.

The launch of His Majesty’s battle cruiser Queen Mary
was from the yard of Palmer’s Shipbuilding & Iron Company,
Ltd., Jarrow.

The Queen Mary is the second largest vessel of any de-
scription ever launched on the Tyne, the largest being the

Mauretania, launched at Wallsend. The Queen Mary is some
go feet less than the Mauretania in length.

The Queen Mary is a dreadnought cruiser of the Lion class
and of the Invincible type. Compared with the Ajax she has
105 feet more length between perpendiculars, about the same
beam and 6 inches more draft. The displacement will be about
27,000 tons. The Queen Mary is practically a sister ship of
the Lion and the Princess Royal. She is a similar ship to the
Tiger, although there is a difference in beam between the
Princess Royal and the Tiger of, roughly, 2 feet.

Comparing the Queen Mary with the Invincible she 1s
between perpendiculars 130 feet longer than that vessel. Her
beam is at least 10 feet greater, and she draws nearly 3 feet
more water. Both ships can use all of the eight guns in their
main armaments on either broadside, although the dispositions
of the turrets are different. In the /nvincible two turrets,
each containing two guns, are placed en echelon on the wings.
In the Queen Mary all the eight guns are in four turrets on the
middle line. The Inwvincible’s are 12-inch 45-caliber guns,
while the Queen Mary’s are 13.5-inch 50-caliber guns, so that in
the case of the earlier ship the full broadside fire expressed in
weight of projectile is 6,800 pounds, and in the case of the
later ship 10,000 pounds.

The anti-torpedo guns in all the ships of the type up to the
Queen Mary are of 4-inch caliber. Those in the later ships
are better weapons and capable of much more effective use.
In the Queen Mary the anti-torpedo armament is better dis-
posed and better protected than it is in any ship prior to the
The guns are in armor casemates, and not in unpro-
tected batteries. The thickest side armor is on the Queen
Mary, not much, if any, greater than that of the Princess
Royal, which is 9 inches. The thickest side armor on the
Invincible is 7 inches.

The designed speed of the Queen Mary is 28 knots, and to
obtain this Parsons turbines are arranged for four screws,
and estimated to give about 75,000 shaft-horsepower. They
are provided by Messrs. John Brown & Company, Ltd., Clyde-
bank. The designed speed of the Invincible was 25 knots, and
the shaft-horsepower necessary to obtain it was estimated at
41,000. Actually the speed on trial was 28 knots with 44,800
shaft-horsepower.

Both the Ajax and the Queen Mary are much better ships
than their predecessors. The primary duty of battleships was
originally to control maritime communications, and of cruisers
to exercise control under cover of the battleships. If a cruiser
line exercising control was attacked by isolated heavier ships
it had to concentrate or run, and in either case the control
was broken. In order to repair this deficiency cruiser lines
were given resisting power. That was the beginning of the
development whose latest phase is the Queen Mary. Cruiser
screens to battle fleets had to be correspondingly augmented.
Then came the torpedo, until now armored cruisers are used
not only to scout and to strengthen cruiser screens but in
squadrons have been given definite tactical functions in battle.
They screen, scout, control and fight in lines of battle. There
is now no broad, dividing line between types of warships,
judging the matter by the work they can do.

Lion.

a INTERNATIONAL MARINE ENGINEERING

JULy, 1912

Analysis of the Trial Trips of the Battleship Florida

BY SIDNEY G. KOON, M. M. E.

Analyses of the results of the standardization and the official
trials of this new dreadnought battleship give some interesting
results. In the accompanying two diagrams are given. four-
teen curves derived from these analyses—the eight in Fig. 1
being based on the speed, and the six in Fig. 2 on the horse-
power, as shown.

The “parent” curve, so to speak, is that for speed and shaft-
horsepower, in Fig. 1. This is derived from a combination of

U.S.S. FLORIDA
1912

30000
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Speed, Knots
FIG. 1

the standardization trials and the three official trials. To
illustrate how this curve was obtained from the separate runs
on the standardization trials, with and against the tide, Table
I. is given; while Table II. exhibits the final results of putting
all the sections of the standardization trials through this same

those runs made at approximately the same number of revolu-
tions per minute.

From the results in Table I. and Table II. is readily obtained
the information relating to the speed the “revolutions to cover
I nautical mile.” This is seen to be practically constant up
to about 18 knots speed, indicating that the slip over this

TABLE I.
B Final
Rune Num ben eeeeeerree 7 8 9 Mean Mean | Mean
7 and 8. | 8 and 9. |A and B.
Revolutions per minute..| 233.8 230.1 236.1 232. 233.1 232.5
Revolutions per mile.....] 824. 959. 850. 891.5 904.5 898.
Speed knots eeene ene 17.08 14.39 16.67 15.71 15.53 15.62
Shaft horsepower.. 9742. 9872. |10108 9807. 9990. 9899.
Auxiliary horsepower. . ol] _ (tii. 746. 723. 750. 735. 742.
Total horsepower. . -|10497. |10618. |10831. |10557. |10725. {10641
range is nearly constant—a fact brought out later. After
reaching 18 knots the curye_ mounts abruptly. Reference

to the apparent slip curve shows, naturally, a similar char-
acteristic.

The curves for Admiralty coefficient are figured from the
well-known formula

IDRE Ve
K = ——_,,
HH.

where K is the coefficient sought, D is the displacement of the
ship in tons, V is the speed in knots and H/ is the horsepower.
Two curves are shown, in one of which FH signifies the shaft-
horsepower only, while in the other H is the total horsepower
of the propelling machinery and all its auxiliaries. The
former represents the theoretical hull efficiency, on the prob-
ably untenable assumption that the hull coefficient of pro-
pulsion is a constant. The latter represents the practical
efficiency of sending the vessel through the water at varying
rates of speed.

The curve showing percentage relation between horsepower
of auxiliaries and total combined horsepower of propelling
engines and their auxiliaries is taken direct from the figures
given for the trials of the ship. It varies from more than 20
percent at 10 knots to a trifle over 3 percent at 22 knots. It
will be shown later that the 20 percent auxiliary power at 10
knots absorbs more steam (and hence coal) than does the 80
percent propelling engine power at that speed. It will be
noted that all the figures and curves given are taken from
results of both standardization and official trials.

The apparent slip percentage curve was obtained by relating
the speed at each point to the product of the propeller pitch
(8% feet) and the revolutions per minute. For instance, at

process. Each such section or group comprises naturally 15.62 knots the speed of the ship is 1,583 feet per minute.
TABLE II.
‘Trialforsrun Yee he peer eco eereccie: 4-5-6 24-Hour. 1-2-3. 7-8-9 10-11-12 24-Hour. 20-21-22. | _15 to 19. 4-Hour.
18%, IPs MI. 146.3 178.5 189.2 232.5 283.2 289.5 319. 358.6 363.9
Revolutions, 1 mile. SEES tastes CIV (abet, I) nono 899. 898. Oe Oil owes 927.1 98025 ues entaner
Speed... .- Maier se leis 9.94 12.08 12.8 15.62 18.82 19.19 20.65 21.95 22.08
Shaft horsepower. . Saateninicarteerne 2516. 4433 | 5325. 9899. 18284. 19359. 25979. 38225. 40511.
Auxiliary horsepower.. aatanooD Honea ds 640. 464. 665. 742. 866. 863. 1119. 1240. 1299.
Total HOE. enascaonbacd eee 3156. 4897. 5990 10641. 19150. 20222. 27098. 39465. 41810.
A Herne orb emartiacada bos acts heme 982. 1763. 2097 3811. 6666. 7067. 8806. 10576. 10765.
d PETS SO MTN ee Hope 243. 281.2 273.4 279.7 271.8 272.9 253.8 209.3 201.1
KGa Mote 304.8 310.6 307.6 300.7 284.8 285.1 264.7 216.1 207.5
Auxiliary horsepower, percent of total . a8 e 20.27 9.48 GLH 6.97 4.52 4.27 4.13 3.14 3.11
a. Based on total horsepower.
b. Based on shaft horsepower only. D 2/8 = 781.

JULY, 1912 INTERNATIONAL MARINE ENGINEERING 279
The revolutions (232.5 per minute) multiplied by 8% gives H V
1,970 feet per minute advance of the screw. The difference, V = 12.08; Hi = 2510; H = 4433. Then = 1.762; ——
or slip, is thus 393 feet per minute, which represents 19.9 HA, Va
percent of the propeller’s own speed. H V

The ratio of variation of resistance is a very important = 1.215; log = 0.24601; log = 0.08458. From this
consideration. The curve, which shows that the resistance As Vi

varied about as the second power (the square) of the speed
up to 19 knots, shows a sharp advance after that point is
‘reached, until, at 22 knots, the index is nearly 10. The points
on this curve were obtained on the assumption that the re-
sistance index between any given speed reading and the next

« Indicated Horse pogver K
600

500.

18, : 400

a + 1 = 0.24601 — 0.08458 = 2.909, and + = 1.909. Thus the
power varies as the 2.909 index of the speed, and the re-
sistance as the 1.909 index of the speed as plotted on the curve.
The other points on the curve were all obtained in the same
way, and each was plotted on the mean between the two

560 000,

700 800-900 «10001100 ~——*1200
l

ily :

S \
a S

pa “A
3 16 ae
a \

a 5

5 a
& SA
so 3 AN

515 aN

t a Soy
g Z Gx
& 14 S
i 20

a at
C :

413

ov
2

3
G

oO
B12 :
E 5000 10000 15000

20000

Consumption per |/Hour

Water

ob
Ss
_
S 2
Water Rate, Auxiliaries. per Horsepower-Hour

25000

Shaft Horsepower

FIG.

adjacent one was practically constant.
constant propulsive coefficient.

Thus, if we refer to the formula R = A V~, where A is
a constant, V is the speed, FR is the resistance at that speed,
and + is the rate of variation of R, we are assuming x con-
stant for relatively slight variations of V. Now H=BVT/ k,
Where: banish another constant bhen Hl — 5 7A
ABV(s+ 1). Reduced to logarithms this last becomes log H =
log A B+ (#4 +1) log V; also log Hi=log A B+ (4 + 1)

This also assumes a

log Vi. Subtracting log H — log H; = (w +1) Cog V —
H V

log V1), whence log —— = ( » + 1) log ’
Ay Vs

Taking the first step in our order of speeds, 1 = 9.04;

speeds compared. The result must be considered as approxi-
mate only, but the approximation may be assumed to be sub-
stantially correct.

Turning next to Fig. 2 we have the water rate of the pro-
pelling machinery, the curve being drawn from three spots—
those representing 12.08, 19.19 and 22.08 knots speed. Simi-
larly, the curve for water rate of the auxiliary machinery is
based on three spots, representing these same three speeds.

Using these curves as bases and the observed horsepowers,
figures may be obtained for the water consumption per hour
of both main and auxiliary machinery. These give the two
curves running “S. W. to N. E.’ across the diagram. The
lower curve gives results for the main engines only, the upper
for main and auxiliary engines together.

YABLE III.

*, Total
4 Total Total Total Water Water Water Coal Steaming | Steaming
Shaft Apparent | Index of | Index of Water Water Water Water Water Hourly Con- Eyapo- | Burned | Radius | Radius
Horse- Slip, Variation | Variation Rate Rate Hourly Hourly Hourly Con- sump- rated per with 1,000) with 1,000
power. Percent. | of Horse- of Re- Propel- Aux- Consump- | Consump- Con- sump- tion per per Nautical | Tons of | Tons of
power. sistance. ling. iliaries. tion, Pro- | tion, Aux-| sump- /tion, Aux-| Nautical | Pound of Mile. Coal, Coal,
pelling. iliaries. | tion, All. | iliary, Mile. Coal. Miles. Hours.
Percent.
2,516 Ie Jo al aa ncnche cee Iam cio bo LAS Sau lige ty 44,030 48,832 92,862 52.59 9,341 11.4 819 2,734 275,
4,433, 19.32 2.909 1.909 16.815 90.18 74,543 41,843 | 116,386 35.96 9,634 10.658 904 2,478 205.
5,325 19.35 3.172 2.172 16.43 76.3 87,490 49,875 | 137,365 36.31 10,732 10.425 1,029 2,176 170.
9,899 19.9 3.113 2.113 iG}, 75 148,485 52,385 | 200,870 26.08 12,860 9.65 1,333 1,681 107.6
18,284 20.76 3.29 2.29 13.17 70.6 242,820 56,578 | 299,398 18.9 15,908 8.93 1,781 1,257 66.8
19,359, 20.98 3. 2). 13. 65.33 251,669 56,382 | 308,051 18.3 16,053 8.872 1,809 1,238 64.5
25,979 22.8 4 011 3.011 12.45 56.9 323,439 63,671 | 387,110 16.45 18,745 8.63 2.172 1,031 | 49.9
38,225 27. 6.322 5.322 12.2 53.5 466,345 66,340 | 532,685 12.41 24,959 8.45 2,954 758 | 34.5
40,511), 27.67 9.735 8.735 12.18 51.85 493,428 67,352 | 560,780 12.01 25,399 8.423 3,015 743 33. ¢
‘

a. Twenty-four-hour official trials. ;
b. Four-hour trial. Others, standardization.

280

The percentage of water consumed by the auxiliary ma-
chinery to the total water consumed by all machinery, fol-
lows readily from the figures of the last paragraph. ‘This,
again, is represented by a curve.

Taking the curves as a whole, it will be noted that the most
efficient propulsion is at about 16 knots. In this connection
it is of interest to note that the total horsepower required by
this 21,200-ton (trial displacement) ship at 15.62 knots was
10,641, or half horsepower per ton. The 10,225-ton Indiana,
in 1896, for 15.55 knots required 9,607 indicated horsepower,
or 0.94 horsepower per ton. Had the Florida’s propulsion
been only equally effective, this speed would have called for
16,145 horsepower, which would actually give her now a
speed of over 18 knots. This power is more than 50 percent
in excess of what the Florida actually required for the
Indiana’s speed.

This sort of result is splendid; so, from the point of view
of the design of the ship and her powering, is the fact that
the designed speed was obtained on almost exactly the 28,000
designed horsepower. But the obtaining of over 41,000 horse-
power out of machinery designed for 28,000, while gratifying
as showing the overload possibilities of her propelling appa-
ratus, is not evidence of the best engineering design.

It is also evident that the ship was designed for 20.75 knots,
and no more; for the extra 11/3 knots achieved cost an
extra 14,000 horsepower, or an excess of 50 percent more
power, in fact, than was absorbed by the first 17 knots. This
is two and one-half times what it would have cost in a ship
properly designed for the higher speed.

Those derived figures which are not found in the published
records of the Florida are given in Table III.

Fast Steam Yacht Winchester Launched

The new turbine express steam yacht Winchester was suc-
cessfully launched at the yard of the builder, Messrs. Yar-
row & Co., Scotstoun, on May 15, and will be rapidly pushed
to completion, so that she may be delivered to her owner, Mr.
P. W. Rouss, at the earliest possible date. The yacht was
designed by Messrs. Cox & Stevens, of New York, and the
contract was awarded to Yarrow & Co. by reason of the very
satisfactory results obtained in the previous Winchester, the
construction of which Messrs. Cox & Stevens had also en-
trusted to the same builders.

The new Winchester is an entire departure from the con-
ventional type of express steam yachts, and her appearance
in these waters is looked forward to with much interest by all
who follow progress in matters of this character. She is 205
feet in length, her beam is 18 feet 6 inches, and her contract
speed, which the architects believe will be exceeded, is 32
knots. The propelling machinery consists of a twin-screw
Parsons turbine installation, supplied with steam by water-tube
boilers of the Yarrow type, oil-fired. In appearance, the hull
is not unusual, and although the novelty of the design may to
some appear so unusual as to lead to adverse criticism, any-
one having actual knowledge of the results desired and a
sense of the fitness of things nautical will at once appreciate
its merits and the actual beauty of the lines.

The vessel has a flush deck throughout, having practically a
straight sheer, and for a distance of about one-quarter the
length from the stem the freeboard is raised to form an upper
forecastle, as is done in the modern torpedo-boat destroyers.
The deck dining-room, which is unusually large, is placed di-
rectly aft of this raised portion, and the forecastle deck is
carried aft over the dining-room, forming one continuous
level. By this means of construction the vessel has sufficient
freeboard forward to enable her to be driven comfortably at
high speeds. even in rough weather, and all possibility of the

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

windows in the dining-room being broken by water coming on
board is removed.

The awning runs in one continuous line from the break in
the deck forward to the after end of the vessel, and there is
a comfortable after-deck house to provide deck shelter in
stormy weather. The Winchester has two stacks, oval in
shape and of large size, one signal mast, and a complete equip-
ment of launches and boats. She is to be painted black, and,
with her striking and clean lines, will unquestionably look
every inch what she is meant to be—namely, an express ves-
sel of extreme speed and capable of maintaining this speed
under adverse conditions with the greatest possible comfort
and safety to those on board.

TURBINE EXPRESS YACHT WINCHESTER

While the propelling machinery occupies a very considerable
proportion of the interior, the owner has unusually comfort-
able accommodation for himself and guests aft, so that he can
make extended cruises in comfort; and the fuel supply being
large, the customary annoyance of frequent coaling, which is
essential in all coal-burning vessels of this type, will be ob-
viated. The raised forecastle is taken advantage of to form
most comfortable quarters for the officers, below which is the
regular forecastle with berthing and messing spaces for the
crew.

Mr. Rouss is to be congratulated upon his perseverance in
the development of the express steam yacht, the present Vin-
chester being the third of that name built for him within the
past five years. The first Winchester, now called the Adroit,
was sold by Messrs. Cox & Stevens to Mr. Alfred Vanderbilt,
and immediately on her sale Mr. Rouss entrusted this firm of
architects with the placing of the order for the second Wuin-
chester, which was the fitst oil-burning turbine express steam
yacht ever built. Last fall Mr. Rouss, having had such a sat-
isfactory experience with the second Winchester, and being
desirous of owning a larger and faster vessel of the same
type, commissioned Messrs. Cox & Stevens to sell the second
Winchester and to design and have built a new vessel, the re-
sult of which is the new Winchester.

Trial Trip of a Steel Screw Steamer

On March 4 the steamship Atlantic City, built by Messrs.
Ropner & Sons, Ltd., of Stockton-on-Tees, made her official
trial trip in the Tees Bay. The steamer has been built to
100 At Lloyds, and is for the Bradford Steamship Company,
Ltd., Cardiff (Messrs. W. R. Smith & Son, managers). She
is about 392 feet long and has a deadweight carrying capacity
of about 7,900 tons. The accommodation for captain, officers
and engineers is in houses on the bridge deck, with the crew
in the forecastle. The engines are of the triple-expansion type,
of about 1,900 indicated horsepower, by Messrs. Blair & Com-
pany, Ltd., of Stockton-on-Tees.

The vessel has been built under the superintendence of
Capt. J. H. Smith, and on trial attained a speed of over I1
knots. She is particularly well equipped with cargo-handling
gear of the most improved type for the loading and discharge
of heavy cargoes.

JuLy, 1912

INTERNATIONAL MARINE ENGINEERING

281

Economy Due to Superheated Steam in Marine Practice

BY WALTER 1

The theoretical advantages of the use of superheated steam
were evident at an early date, as indeed would be inevitable
when the principle of the Carnot heat cycle was understood.
In the early days, when materials were not nearly so good as
at present, and steam pressures were accordingly much lower,
the benefit of getting the economy due to a very much higher
initial temperature with no increase of pressure was, of
course, obvious. Accordingly, very many experiments were
made and a number of plants were installed using superheated
steam, often with special superheating boilers. On the whole,
these early installations were not practical successes, on ac-
count of the rapid corrosion of the superheaters, although the
heat economy was obtained. In those days workmanship was
not so good as now, and the causes of corrosion were not
only not properly understood but there was dense ignorance
concerning them, so that the measures taken to prevent cor-
rosion really increased it. Obviously, there was no com-
mercial economy in a system where the cost of repairs far
exceeded the saving due to increased thermal economy.

In more recent years, since corrosion has been better under-
stood and the means for preventing it are fairly well known,
the attractiveness of the benefit to be derived from superheat-
ing has led to its reintroduction, and this article is intended
to be a brief discussion, with some illustrative examples, of
the economy which comes from the use of superheat.

In land installations, where poppet valves can be used, so
that the question of valve friction does not come up, super-
heat may be used to almost any degree that is desired, and
there are a great many examples of such engines on the Con-
tinent of Europe which are working with a remarkable degree
of economy, in some cases very closely approaching 1 pound
of coal per horsepower-hour.

With the steam turbine, where there are no rubbing sur-
faces, the benefit to be derived from superheat was at once
apparent, and, generally speaking, it may be said that all the
large power houses and central stations which use steam tur-
bines also use superheat. In these cases there is not only
the thermal economy due to superheat, but it has been found
that the dry steam has much less erosive action on the blades
of the turbines than steam which is moist. An excellent
article by Capt. C. A. Carr, U. S. N., published in the Journal
of the American Society of Naval Engineers for February,
IQII, gives a great deal of information with respect to these
land plants, and will repay very careful study. Speaking gen-
erally, it is considered that with steam turbines of modern
design and carrying from 175 to 200 pounds of steam pressure,
there is a saving in steam consumption of about 1 percent for
each 10 degrees of superheat.

About ten years ago, Capt. Augustus B. Wolvin, then the
manager of a number of steamboat lines on the Great Lakes,
and who has been one of the poineers in the adoption of im-
provements in marine machinery tending to economy. in-
stalled Babcock & Wilcox boilers and superheaters in one of
the vessels under his control, and followed this by similar
installations on several other vessels. One of these, the
James C. Wallace, was subjected to a test by a board of naval
engineer officers, and showed a saving in coal of about 9
percent, with an average superheat at the engine of about 85
degrees. The Bureau of Stedm Engineering took up this
subject, and in 1904 ordered Babcock & Wilcox boilers and
superheaters to replace the old cylindrical boilers on the
Indiana. This was followed by installations of similar boilers

* With the Babcock & Wilcox Company, New York,

McFARLAND *

and superheaters on the Massachusetts and the New York
(now Saratoga) in the way of replacements, and on the
Michigan, South Carolina, Prometheus, Vestal, Delaware,
North Dakota, Texas and New York (new), new vessels.
In 1905 boilers and superheaters from the same makers were
ordered for the steamship Creole, with respect to whose per-
formance some interesting data will be given later on. The
Pennsylvania Railroad, in its marine service, has always
shown a desire to get the safest and most efficient machinery,
and in 1909 ordered from this concern boilers and super-
heaters for three of their large tugs, the Johnstown, Wil-
mington and Harrisburg, which have given great satisfaction
and economy in service. The steam yacht /dalia also has a
boiler and superheater supplied by this same firm.

It will thus be seen that superheat is in use on a large num-
ber of vessels, and undoubtedly a great deal of experience
has been accumulated, but, unfortunately, not very much has
been published.

TABLE I—ECONOMY DUE TO SUPERHEATED STEAM—MERCHANT

VESSELS.
NENG Oi TEESE vo occoocconon900080000 Creole. Momus and Antilles.
DEX OF (ESB 0000000 00n020 00000000 BAGD 1910 1908-9-10
IL GHY AN, TEE 004 000009060000000000008 407 410
Beam eleetaeeteee tere eee ct sieneteicloncterers 53 53
a oe elie S00 Hee aa 26.7 25.6
Tonnage, gross.. SB oUeD aa e Uo 6,754 6,878
Tonnage, net. Haloa ou 0a 4,302 4,326
Cylinders, diameter and fstrokene meetin (2) 274, 464, 79, 42 | (1) 34, 57, 104, 63
I, 186 IPy. : Jegaheanadoner 7,000 7,500
Boiler pressure, pounds... ASR CEOR SOO 210 210
Kind of boilers. . elt ba Dcocks aca Willcoxs Scotch, no
with superheaters. superheater.

Ratio of superheating to evaporating

surface, percent. . 1 to 15.5 Paoscorep
*Ay. coal per trip for five round trips, tons 1,149 1,374
Percentage of saving by use of B. & W.

boiler and superheater. . iL GROSS | en sTeTorars
Ay. coal per trip for two round trips,

each vessel, in October, 1910.. 1,206 1,461
Percentage of saving by use of B. & W. Py

boiler and superheater. . 717.45

*The Creole’s trips were in summer of 1910; those of the other ships

are their most economical] trips in summers of 1908, 09 and 710
+The improved economy is due partly to greater efficiency. of boiler
of Creole and partly to superheat. See text for analysis and discussion.
Table I. gives the performance of the steamship Creole,
which is fitted with Babcock & Wilcox boilers and super-
heaters, as compared with the performance of her two sister
ships, the Momus and Antilles, which have ordinary cylin-
drical boilers without superheat. As shown by the table, the
hulls are practically identical. The Creole has twin screw
engines of about 7,000 horsepower, while the Momus and
Antilles have single screw engines of about 7,500 horsepower.
All three ships carry about the same steam pressure—about
210 pounds. The Creole was originally fitted with Curtis
turbines, but the speed was too low (15% knots) to permit
economical use and they were removed. It is to be noted that
so far as there is any advantage in engine economy it should
be with the Momus and Antilles, which have each a single
engine of about the same power as the aggregate of the two
engines on the Creole, thereby reducing the losses due to
cylinder condensation. The engines are all triple expansion
and of excellent design. The Creole’s first trip with her new
engines was made in the spring of 1910. Two comparisons
are given, one of five round trips of the Creole in the summer
of 1910, as compared with five round trips of each of the
others, obtained by taking their best performances in the
three summers of 1908, 1909 and 1910. The second compari-
son is between two round trips of all three vessels made in the

282

month of October, 1910. They run over the same route from
New York to New Orleans, and, as the hulls are identical and
the engines designed and built by the same firm, the only
material difference is in the boilers and superheat. The table
shows that the Creole operates with about 17 percent less
fuel per round trip than her sister ships. The average super-
heat carried is about 60 degrees, from which a saving of
about 6 percent would be expected. It is to be noted, how-
ever, that there is a distinct gain in economy due to the use
of the Babcock & Wilcox boiler, as contrasted with the cylin-
drical or Scotch boiler.

In an article by the late Admiral George W. Melville,
U. S. N., published in the Engineering Magazine for January,
1912, are given reports of very accurate tests of Scotch boilers
and of Babcock & Wilcox boilers, made by boards of navy
officers and committees of independent engineers, so that the
reliability of the data is beyond question. These tests showed
that, at the rate of combustion obtaining in these vessels, the
Babcock & Wilcox boiler shows an efficiency of about 74
percent, as against from 62 to 67 percent (average 64.5 per-
cent) for the Scotch boiler. Working out the saving due to
this greater efficiency, it comes to 11.7 percent, and this sub-
tracted from 17.45 percent, the total saving, leaves 5.75 percent
as the saving due to superheat, which agrees quite well with
the rough general rule of 1 percent saving for each to degrees
of superheat.

Table II. gives the performance of four United States navy
vessels, all of the same displacement and approximately the
same power, and all fitted with Babcock & Wilcox boilers.
The Kansas and the New Hampshire have no superheaters,
while the Michigan and the South Carolina are fitted with
stiperheaters. The performance of these four ships is very
interesting, showing a saving, based on the average of the two
ships with superheaters as contrasted with the two without,
of 18.52 percent. In this connection it is interesting to note
the remarks of Commander Henry C. Dinger, U. S. N.,
formerly editor of the Journal of the American Society of
Naval Engineers, who wrote the account of the trial of the
South Carolina, and who says with respect to the better per-
formance of the ships with superheaters:

“The engines of the Michigan and South Carolina represent
a decided advance in economy of steam consumption of navy
reciprocating engines. The design embodies the use of (1)

superheated steam; (2) large ratio of cylinders, namely,
IBI, IP I

—__—_— = ——,, and (3) a considerable reduction of cylinder
ESPs 10

TABLE II—ECONOMY DUE TO SUPERHEATED STEAM.

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

clearance. Calculations from indicator cards indicate that
the steam consumption at full power was about 12.6 pounds
of water per indicated horsepower. This result may be con-
sidered as being within a few percent of the actual consump-
tion. This shows a gain of about 16 percent over previous
navy practice; of this gain one-half may be assigned to the
use of superheated steam, and the other half due to the re-
duction of clearance and better cylinder proportions.”

The dimensions of cylinders of all four ships are given in
the table.

In October, 1909, a test was made of the machinery of the
yacht Jdalia with superheated steam by Dr. D. S. Jacobus, and
witnessed and reported by Lieut. John Halligan, Jr., U. S. N.
The owner of the Jdalia is an accomplished engineer, which
insures the maintenance of the machinery in first-class con-
dition at all times. She has a four-cylinder triple-expansion
engine, the cylinder diameters being 11.5 inches, 19 inches, (2)
22.7 inches by 18 inches stroke. All the cylinders are un-
jacketed and have piston valves. There is one Babcock &
Wilcox boiler, with 65 square feet of grate surface and 2,500
square feet of evaporating surface and 340 square feet of
superheating surface. These tests are notable from the fact
that the weight of the steam used was carefully determined
by weighing the steam condensed in tanks on carefully stand-
ardized platform scales. The actual duration of the test in
each case was about two and a half to three hours, but ob-
servations were made every fifteen minutes. The well-known
reputation of Dr. Jacobus as an experimenter insures the
accuracy of the results, which are given in Table IIJ. The
duration of the experiments was obviously too short to make
it worth while to attempt to measure thé coal. It is to be
noted that the feed, air and circulating pumps, all of which
are independent, discharge their exhaust steam into the main
condenser, so that the figures given for steam per horse-
power include the steam used by these auxiliaries, as well as
by the main engine, while the horsepower is of the main
engine only. This is mentioned in order that the results,
which might otherwise be considered rather high, may be
thoroughly understood.

We have now given such experimental data as are available
of measurements of coal and water to show the economy of
superheating, and, as stated above, they bear out the rough
rule that there is about 1 per€ent in saving of fuel for each 10
degrees of superheat.

The practical effect of superheated steam is, of course, to
give a greater thermal efficiency to the engine in which it is
used and reduce the number of pounds of steam required per

OFFICIAL TRIALS OF UNITED STATES NAVAL VESSELS.

Namievrofavessel Soscpraatstace/ eis oie etos ie eis elope ssernGyee) ocvoe ieee lee Gn ee ECE: Kansas. New Hampshire. Michigan. South Carolina.

Bele i New York New York New York Wm. Cramp & Son
*-\| Shipbuilding Co. Shipbuilding Co. Shipbuilding Co. S.. & E.

Date of Hl. a Dec. a Dec. 20, 1907. June 10, 1909. pulses Be _ 00.

Displacement on ‘trial, ‘tons.
Twin screw engines, diameter and stroke of f cylinders, inches.
Kind of boilers. . : ie eee
Evaporating surface in use, square feet.
Superheating surface in use, square feet..
Ratio superheating to evapora ng. s surface, percent.
Heating surface, total square feet.. Prsttanics
Grate surface, total square feet..
Ratio evaporating to grate surface. .
Speed, average for trial (4 -hours)..
Revolutions, average per minute (4 hours)..
Steam pressure at boilers, gage, pounds. .
Steam pressure at high-pressure steam chest, ‘gage,
Steam pressure, first receiver, absolute, pounds. . PA CH Ganon arte canons
Steam pressure, second receiver, absolute, pounds. . AAMtino uc badaDnpoUGonon odoo00
Vacuum in condensers, inches of mercury.
Superheat at high-pressure chest, edegtces Fahrenheit.

. P. of main engines only.. poouoto tons
I. H. P. ofall auxiliaries in us.
I. H. P. total..
Coal per hour per T. H. P. of main ‘engines. PET Denon Ooie
Coal per hour per I. H. P. of main engines and all auxiliaries.............. 0.
Coal”per hour per square foot grate surface. Bee ee ee
Air pressure in fire rooms, inches of water .

‘Pounds.

_..| Babcock & Wilcox.

16,145 16,064
323, 53, 0) ne 48 | 32}, 53, (2) 61; 48 | 32, 52, (2) 72; 48) 32, 52, 0) on 48

Babcock & Wilcox. | Babcock & Wilcox. | Babcock & Wilcox.
52,752 47,112 42,432 42,432
No superheaters. No superheaters. 5,174 5,174
Nepnpon 0 oy! ee eee Di} 12.2
52,752 47,112 47,606 47,606
1,097 1,100 1,046 1,046
48.0 tol 42 .81tol 40.6'to 1 40.6 tol
18.004 18.162 18.7 18.86
121.32 118.75 119.46 121.28
278.2 246.00 297.70 285 .00
250.0 222.00 246 .00 241.00
106.5 93.00 77.40 96.50
38.0 32.20 8.10 35.10
28.0 25.60 27.00 26.2
None. None. 85.70 47.5
19,302.00 16,772.00 16,016.45 17,651.00
455.00 495.00 500.85 706.00
19,757.00 17,267.00 16,517.30 18,357.00
1.779 1.785 1.51 1.395
1.737 1.773 1.46 1.341
31.21 27.21 23.28 23.47
0.60 0.49 0.67 0.78

JULY, 1912 INTERNATIONAL MARINE ENGINEERING 283

TABLE III.~ECONOMY OF SUPERHEATED STEAM. TESTS ON YACHT IDALIA. SUMMARY OF TESTS.

Pressures. ‘Temperatures. R. P. M. | Revolu- Per-

eet ‘is _' tions 1G 1G IR, || \tice Water cent

Date, 1909.| Conditions. Vacuum, | _ jeer Main per per Saving

First Second Air Circulat- Minute, | Engine. Hour, Il, 18L, JP, of
| Throttle. | Receiver. | Receiver. Feed. Hotwell. | Pump. ing | Main Total. Steam.
Pump. | Engine. .
Octrplilewes Saturated smmmrrr 190 68.4 9.7 ZOmO) 201 116.0 57 196 | 194.3 §12.3 9,397 18.3 o9086
Oct. 14... .|Superheat, 57°... 196 66.0 9.2 25.9 206 109.5 56 198 11.5 495.2 8,430 17 0 Uo Me
Oct. 14....|Superheat, 88°... 201 64.3 8.7 25.9 205 115.0 53 196 195.1 521.1 8,234 15.8 13.66
Oct. 12....|Superheat, 96°... 198 61.9 7.8 25.4 202 111.5 54 198 191.5 498.3 7,902 15.8 13.66
Oct. 13....|Superheat, 105°.. 203 63.0 8.4 3.7) 200 111.0 45 197 193.1 502.2 7,790 1153653 15.30
: |

horsepower. The question has frequently been raised whether
there is a corresponding saving in fuel. That is, will not the
fact that a pound of superheated steam contains more thermal
units than a pound of saturated steam require in the long run
a greater expenditure of fuel per pound of steam, so that,
although fewer pounds of steam are used per horsepower, it
takes a greater amount of coal for a given number of pounds
of water evaporated? Speaking generally, it may be asserted
that with superheaters properly designed and located, and
within the limit of superheat ordinarily used in marine prac-
tice—50 to 100 degrees—such tests as have been made, and
such general experience as has been gained, tend to show that
there is in the long run practically no increase in the fuel
per pound of steam, or, in other words, there would be almost
exactly the same percentage of reduction in the amount of
fuel used as in the amount of steam per horsepower. It is
not difficult to understand why this should be the case in a
properly designed arrangement of superheaters. In all the
cases cited, and which are the only ones for which data are
available, the superheaters are used with Babcock & Wilcox
boilers. As is well known, a system of baffling is used in
these boilers which causes the hot gases to cross the tubes
three times on their way from the furnace to the up-take.
The superheaters are placed at the passage from the first to
. the second pass, after the gases have crossed the tubes once
and before they cross the second time, so that the temperature
is very much higher than in the case of the older types of
superheaters, where they were placed in the up-take like a
feed-water heater. The experiments which have been made
on these boilers under various rates of combustion show that
the temperatures where the superheater is located, when burn-
ing from 30 to 35 pounds of coal per square feet of grate,
would be about 1,000 degrees F., while the temperature of
saturated steam of about 200 pounds is about 388 degrees F.
There is thus a good difference in temperature, so that a con-
siderable degree of superheat is obtained with a moderate
amount of superheating surface. There are still the second
and third passes of the boiler to be acted upon by the hot
gases, and the only effect is to reduce slightly the temperature
of the gases in the up-take. In other words, the efficiency of
boiler and superheater is at least as great as that of the boiler
alone.

The examples we have given of the navy vessels, of the
Creole and her sister ships, and the Wallace, with and with-
out superheat, all show results as measured in coal, while the
Idalia experiments give them in water. None of these ex-
periments has the conditions absolutely ideal for determining
with extreme accuracy the exact amount of gain due to super-
heating, because other items vary besides the extent of
superheat. What practical men desire to know, however, is
not results to the last decimal point, but to be reasonably
sure that there is a decided gain due to superheating, and
this, we think, has, from the data given, been shown beyond
controversy.

We have already mentioned one of the benefits which has
been found in land service where superheated steam is used
with turbines, and, obviously, thoroughly dry steam, as against

very moist, would be a blessing in reciprocating engines, so
that this, of course, is another benefit of superheating. On
board ship, where there are so many auxiliary engines scat-
tered over a large area, and many of them simple cylinders
following full stroke, it can readily be seen that the use of
superheated steam ought to be conducive to a great increase
of economy. Unfortunately, if tests of this kind have ever
been made by the Navy Department they have not been pub-
lished.

It now remains to mention some of the drawbacks, or
rather matters which have to be attended to, if the use of
superheated steam is to be entirely satisfactory. In the cen-
tral stations and power houses on shore, before the use of
superheated steam, many of the valves and fittings in the pipe
lines were of cast iron. It was found that superheat of 100
degrees, or higher, caused considerable trouble, due to dis-
tortion of the cast iron fittings and inability to keep the valves
tight. The general practice now is to avoid the use of brass
or cast iron, and the valve bodies and fittings which come in
contact with superheated steam are to be of’cast steel. Valve
seats are made of bronze with a large percentage of nickel or
of Monel metal, which is a natural bronze of somewhat simi-
lar composition. The navy is now using Monel metal valves
and seats. With these precautions, experience has shown that
superheated steam up to 100 degrees can be used with great
satisfaction as far as practical service is concerned, with no
increased cost of repairs and with the decided increase in
thermal efficiency which has already been mentioned, and
which is so essential in all kinds of naval and merchant
marine machinery.

The Department of Naval Architecture and Marine
Engineering of the Massachusetts Institute of Technology
has just received a gift of $750,000 (£154,000) bequeathed by
the late Mr. C. H. Pratt, of Boston. This sum will be available
for expenditure in two or three years, and according to the
terms of the donor’s will it is to be used for the purpose of
founding or endowing at the Institute the Pratt School of
Naval Architecture and Marine Engineering. This gift,
coming unsolicited from an unexpected source, is a fitting
recognition of the importance which the Department of Naval
Architecture and Marine Engineering at the Massachusetts
Institute of Technology under the directorship of Prof. C. H.
Peabody holds in the world of engineering. This school has
constantly attracted students from a great many nations in
different parts of the world, which are seeking to establish the
industry of shipbuilding. It is the official school for the in-
struction of the United States naval constructors.

The American Museum of Safety, 29 West Thirty-ninth
street, New York, announces that Judge Albert H. Gary, on
behalf of the United States Steel Corporation, has presented
the museum with $5,000 (£1,023) for obtaining a collection of
the best devices for saving life at sea, as a permanent exhibit
for demonstration free to the public.

284

French Destroyer Dague
The French Admiralty is somewhat proud of the successful
results obtained with the new destroyer Daguwe, recently built
by the Gironde Works, Bordeaux. This destroyer has the
following dimensions.

IL OWE All cogcccvccv0000000 255 feet 11 inches
Length between perpendiculars....251 feet 1 inch
BEaiilins hire tee Pon ee Pcie ane sales 26 feet I inch
Beambpateloadmwaterlineummreerrrcr 25 feet 10 inches
DEP ths cect ee eronee teeaee ass 16 feet 9 inches
IDeMEE AL WME SIS. oo o00000000000¢ 9 feet 8 inches
Wiel Ghignlacement ooa cocooccc00c 730 tons

Full load displacement........... 770 tons .

The hull was designed by the Gironde Works, and the tur-
bines supplied by the Brequet firm, which is one of the two

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

RESULTS OF OFFICIAL TRIALS

Six Hours’ Duration Trial—Displacement before trial,
733 tons; draft at the stern, 9 feet 8 inches; number of boilers
at work, 4; steam pressure at the boilers, 214 pounds; steam
pressure at the turbines, 200 pounds; air pressure, 7.6 inches;
oil pressure at the burners, 142 pounds; number of revolu-
tions, 667; contract speed, 31 knots; mean speed for six
hours, 33.118 knots; oil consumption as per contract, 12.50
tons; oil consumption on trials, 11.15 tons; consumption per
square foot of heating surface, 1.22 pounds; miles per ton of
fuel, 2.83. ;

Eight Hours’ Consumption Trial at 14 Knots.—Displace-
ment before trial, 734 tons; draft at the stern, 9 feet 8 inches;
number of boilers at work, 2; steam pressure at the boilers,
200 pounds; air pressure, 1.16 inches; pressure of oil at the
burner, 58 pounds; number of revolutions, 244.16; speed as

NEW FRENCH DETROYER DAGUE

builders of marine turbines under French patents. The hull
is divided into ten watertight compartments. She has a high
freeboard forward, where there is a forecastle deck, which in-
sures better seaworthy qualities than previous types of the
destroyers built for the French navy.

Steam is supplied to the main and auxiliary engines by
four du Temple watertube boilers, the heating surface of the
boilers being 10,668 square feet. Liquid fuel is used, and
each boiler has eleven Thornycroft burners. They deliver
the fuel under a pressure of 143 pounds per’ square inch.
Thornycroft fuel heaters are also used. The working press-
ure of the boilers is 173 pounds.

The main engines consist of two independent sets of Bre-

quet turbines, each driving a separate shaft. In each cas-
ing are located an ahead and an astern turbine. They have
been designed to develop an average of 1,500 shaft horse-
power at a speed of 630 revolutions per minute. The con-
tracted speed of the vessel was 31 knots, but during the trials
a speed of 33.118 knots was attained. The Brequet turbines
are of the impulse type. The power of the steam acting on
the blades is balanced by the propeller thrust, any difference
between the two being taken up by a small thrust bearing.
Each turbine drives a single three-bladed propeller, 7 feet 1
inch in diameter and 6 feet 7 inches pitch.

Each turbine has its own independent condenser, with a
total surface of 27,340 square feet. The fuel is carried in
the double-bottom and longitudinal tanks on both sides of
the boiler rooms. The total capacity of the tanks is 5,700
cubic feet, which gives a theoretical steaming radius of 2,060
miles.

The armament consists of two quick-firing 4-inch guns lo-
cated forward and aft and four 18-inch torpedo tubes.

per contract, 14 knats; speed on trial, 14.3 knots; consump-
tion per hour, 1.03 tons; consumption per square foot heat-
ing surface, .o2 pound; miles per ton of fuel, 14.

Hydraulic Dredge for Canal Digging

A 15-inch hydraulic dredge was recently designed and built
by the Norbom Engineering Co., of Philadelphia, Pa., for
Champion & Co., Havana, Cuba, for general contract work and
canal digging. It was principally intended to cut out the
Roque drainage canal, and on account of the very shallow
waters encountered at different places, the hull had to be made
very large, compared with the size of the machinery outfit—
viz.: with a draft of 34 inches.

’

AN AMERICAN-BUILT CANAL DIGGER IN CUBA

The main centrifugal pump on this dredge was made in
steel throughout, without any other liners than a throat ring,
a design which was considered the best under the circum-
stances. It is direct connected to a compound condensing en-

JuLy, 1912

gine, with cylinders 12 inches and 25 inches diameter and 14
inches stroke, using steam at over 150 pounds pressure and
working under a vacuum of 25 inches.

«lhe atmospheric conditions characteristic for the Cuban
and other Southern climates made it almost impractical to use
the boilers with natural draft without an exceedingly high
stack, and for this reason the dredge was fitted with a blower
engine for induced draft. This accounts for the short smoke
stack shown in the picture. ?

The ladder is of structural steel construction designed for
the most severe service, and is self-contained, in that all gear-
ing, as well as the cutter engine, is mounted-on the ladder.

INTERNATIONAL MARINE ENGINEERING

285

Steamship Henry Williams

The steel screw steamship Henry Williams, built by the
Harlan & Hollingsworth Corporation, of Wilmington, Del.,
for the Baltimore & Carolina Steamship Company, was
launched on April 2. The vessel is built of steel throughout,
and is of the awning deck type, having complete steel main
and lower deck, while the awning deck is sheathed with wood.
She has a straight stem and elliptical stern, and is rigged as
a two-masted schooner, having a steel deck house for officers
amidships around the engine and boiler enclosures, the latter
being of steel. The crew’s quarters are located in the fore-

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MIDSHIP SECTION OF FREIGHT STEAMER HENRY WILLIAMS

The engine, which is of a special construction for this class of
work, runs fore and aft with the crankshaft athwartship, thus
obviating the objectionable features incident to setting the en-
gines athwartship with the crossheads and other reciprocat-
ing parts wearing sideways.

This dredge was built in a remarkably short time, consider-
ing the fact that the hull had to be built in a locality that was
about 30 miles from the nearest railroad, and all machinery
and material had to be transported over the poorest kind of
roads by ox teams. The contract for the machinery and fit-
tings was placed with the Norbom Engineering Co. in the lat-
ter part of June, 1911, and the dredge commenced operations
in Cuba on December 23.

With a new crew, most of whom knew little of dredging
operations, the dredge is making an average output of about
2,800 cubic yards per day, a performance which was most re-
markable, considering the nature of the material, the specific
gravity of which averaged 2.3 to 2.6.

castle. There are four hatches on the main and lower decks,
and one hatch and also an over-all hatch on the awning deck.
There are two cargo ports through both sides between the
upper and main decks, and two cargo ports through both sides
between the main and lower decks, also over-all ports and a
hatch with wood covers.

The dimensions of the, vessel are
over all, 230 feet between perpendiculars, 229 feet 6 inches
Lloyd’s perpendiculars, 39 feet beam, molded, 28 feet depth,
molded, clear headroom between decks 8 feet. She has been
designed for freight service only, and will carry 1,500 tons on
a draft of 15 feet.

The propelling machinery consists of a single triple-expan-
sion engine, having cylinders 17 inches, 27 inches and 44 inches
diameter, with a stroke of 30 inches, steam being supplied by
two cylindrical return tube boilers, 11 feet 3 inches diameter
by to feet 9 inches long, working at a pressure of 180 pounds
per square inch.

as follows: 241 feet long

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

A Peculiar Mishap

Carelessness in handling the overboard discharge, accord-
ing to unofficial statements, was the cause of a peculiar
mishap which sent the freight steamer Tampico, of 1,451
tons net, to the bottom of the Seattle harbor recently. At the
time the Tampico was loading her bunkers. As her stern
went down she began to fill and the united efforts of her
pumps were unable to stop the inflow. Aid was summoned,
lut sufficient pump capacity could not be secured to stop the

fra

STEAMER TAMPICO SUBMERGED IN SEATTLE HARBOR

intake, and as the water rose it soon covered the Tampico’s
furnaces, extinguishing the fires. By this time it was seen
that nothing could prevent the vessel’s sinking, and conse-
quently she was towed a short distance away, where she
gradually settled in about 30 feet of water, only a short dis-
tance from shore and in the center of the harbor. Difficulty
was experienced in salving the ship and extensive repairs
were necessary on account of damage to the hull.

Seattle, Wash. IR, C, lalout,,

A Piston Ring Planer Job

The other piece I wrote for you got me into a lot of trouble.
T was proud as the captain’s parrot when it catches a lizard
when I got the copy of INTERNATIONAL MARINE ENGINEERING
and saw what I wrote all in print, and I read it over to our
“third,” who is a Scotchman, and who is the only one I
guess in the world—they are generally firsts. He would be,
too, if he didn’t patronize the “boozitoriums” so much when
he goes ashore. He said it was “main fine”; but when he
saw the sketch we had words, and I had to punch him until
he said ‘““nough,” and I got fined a week’s pay. You people
must be dandy draftsmen to do work like that!

Our chief ain’t a Scotchman but a Portugueser, and he is
as good as goes, and weighs close on to 200 pounds, and
speaks English kinder small, but he is all right. I guess if he
had lived back some years he would not have been an engi-
neer but some other kind of a pirate.

What I was going to tell you about was our fitting new
rings in the intermediate. We had trouble with the inter-
mediate rings, and the chief told me to get out the spares

Breakdowns at Sea and Repairs

while he was getting the cylinder head off, when we next got
into port, and as soon as we did I looked up the rings. There
were four of them. But as soon as I took a look at them
I saw we were in a fix, because they were finished outside
and inside and one edge all right but the other edge was
rough—left just as it-had been cut off. Well, to file up a
ring like that didn’t promise a very good job, so back I goes
to the chief and tells him, so he wouldn’t break the joint
on the intermediate. But he said, “It is goot so, we turn them

piston Ring

Planer Bed

PISTON RING MOUNTED ON THE PLANER

up ourselves.” J thought the sun had got into his head, but
I just nodded and went after the rings again, and on my way
met the “third,’ and told him about it, and he said, “Mon,
alive! has he took to drink?” We had a dinky little lathe
aboard, about 14-inch swing, a small drill press and an old-
fashioned planer with a bed about 18 iriches wide and 36
inches long. When I got back with the rings the chief had
got the cylinder opened up; he took the rings and looked
them oyer, and pointed to something I never saw before. It
was a space on the edge of the ring stamped with a steel
stamp, “cut this piece out,’ with two slanting marks on each
side of this. Now, that was first-class, as you knew just what
you had to cut out to make the rings butt up nice together.
I wish other people did this, too.

Back of these snap rings there was a sort of corrugated
strip of spring steel. Now, what the chief did was to get the
carpenter to make a wood piece out of some good, hard stuff
like my drawing, Fig. 1. You bet I didn’t ask any questions,
but just kept looking on to see how he would turn up a
20-inch ring on a 14-inch dinky little lathe; but he didn’t try.
He made two studs and put them in the planer bed about
like my sketch, Fig. 2, at A, A; then he made a stop like B,

Jury, 1912

and another one like C, and a light spring like D. He took
a planer tool and annealed it and planed it off on the edge, so
it would go into the planer tool post and have the cutting
edge point across ship instead of fore and aft. When he
got all these things ready he laid the ring down on its good
side, as shown in my sketch, on the bed, and brought it up
against the plugs A and A; then he brought up the strap B
just so as to hold the ring without shaking and, not let it
bind; then he bolted it up fast. He did the same with the
long stop C; he had made the ends of these nice and smooth
with a file; then he tightened up on the spring D just enough
to feel, and I kept watching him with a bunch of waste in my
hand and an oil can handy.

By this time the “third” had brought up the tool which he
had been hardening, and he stood by. The chief took the tool
and put it in the post, and hooked over the piece of wood on
the ring about as shown in the drawing. Then he put the
tool into the post and brought it over by the cross feed until
it stood about at 4; then he worked the bed back until the
edge of the tool, if fed across, would cut a little beyond the
inside of the ring; then he lowered away on the tool; at the
same time he gave a pull on the wooden handle, and, of
course, this turned the ring and kept feeding down till the
tool just began to cut; then he kept yanking on the wooden
handle, pulling the ring around and around, and, of course,
the tool took a chip all around the ring.

By feeding across he pretty soon got a good, smooth cut
on the ring. I caught on to the idea and so did the “third”
right off, and he gave me the other rings to do, and I made
a good job of them. They only needed a little scraping,
after we had sawed out the piece, to jump them over the
piston, and that finished our trouble.

Now, my dear Mr. Editor, for the Lord’s sake don’t make
my drawing look so nice, or that “third” and I will mix it up
again, and I got my suspicions that he and the first water
tender are practicing sparring, and I had all I could do the
last time with him and now he is letting booze alone, so no
more at present. TROUBLE.

The Presence of Salt in Water

The use of the salinometer is, of course, a necessity well
known to every sea-going engineer. But it is a matter of con-
siderable importance and interest to know, when working
with quite fresh water in the boilers, if any sea water gets
introduced. The ordinary salinometer test is, not to say the
least of it, a delicate one, and is only approximate for a small
quantity of salt. Tasting is a rough and ready method, but I
am afraid we are not all fitted with sensitive palates.

One gallon of sea water contains 6 ounces of solids, and this
shows as 1/32 on the salinometer. That is, a single division
on scale represents 3% percent, so that the instrument cannot
be considered quantitative in a chemical sense.

A test that will infallibly detect the presence of 15 grains
of impurity per gallon, 7. e., one part in 4,700, or .02 percent, is
by using nitrate of silver. To one ounce of suspected water
add 2 drops of nitric acid; stir, add 1 drop nitrate of silver. If
salt is present, there will be a white precipitate, which will
darken on exposure to light.

A recent analysis of sea water gave: Chloride of sodium,
2.60 percent; chloride of potassium, .07 percent; chloride of
magnesium, .28 percent; sulphate of lime, .11 percent; sulphate
of magnesia, .26 percent.

The insoluble scale is produced by the sulphate of lime,
which deposits at 287 degrees Fahrenheit to 310 degrees Fahr-
enheit, equal to 30 to 35 pounds pressure. Chloride of mag-
nesium decomposes at ordinary boiler temperatures, giving
rise to active hydrochloric acid in the water. Light should be
excluded from the bottle containing nitrate of silver.

London. AX, WW, IBLAAS.

INTERNATIONAL MARINE ENGINEERING

287

Navigation Under Difficulties

In the accompanying unique photograph is shown a stern
view of the. steamer Watson, of the Alaska-Pacific Steam-
ship Company, as it appeared when the Watson was hauled
out in drydock at San Francisco after a harrowing experience
while bound from Puget Sound with freight and passengers
for San Francisco. En route the Watson ran into a terrific
storm from the southwest, accompanied by an unusually high
sea. Suddenly the rudder carried away and with it went the
rudder post and skag. Whether a sea broke off this gear

DAMAGE TO STEAMER WATSON

or whether some submerged obstruction caused the damage is
not known. However, the vessel was so skilfully maneuvered
that there was no panic among the 100 passengers and the
liner arrived safely at San Francisco, after steering 400 miles
with the balance of the rudder. The vessel was drawing 18
feet at the time of the accident. The break in the rudder
occurred at the 15-foot mark, so that the vessel was steered
over 400 miles with but 3 feet of the rudder submerged. It
required careful handling to do this, especially in the face
of unusually bad weather. Capt. E. P. Bartlett and Chief
Engineer Thomas McGrorey have been highly complimented
by their owners for the splendid manner in which they did
their work. Being equipped with wireless, news of the
Watson's plight was sent ashore and tugs were awaiting the
vessel to assist her through the heads at San Francisco
harbor. She made her port only about twelve hours behind
time. Ik, Cy Jal.

A Preventative of Scale and Corrosion in Boilers

The question has occurred to me, why do so many of the
brother engineers still persist in using strong chemicals to
prevent internal corrosion and for the removal of scale from
boilers? I have had a great deal of experience on land and
at sea, and have found that chemicals that are strong enough
to loosen and dissolve old scale will also attack the boiler
itself. They will eat the flange packings in your steam line,
destroy the piston rod packing and sometimes affect the rod
itself. Now I had an experience some years ago which
taught me a lesson. It taught me that there was a cheaper
and more efficient way of removing scale and preventing
same from forming than the use of strong chemicals.

We had just finished cleaning boilers after a lay-off of
several weeks. I sent one of the firemen up over the tops of

288

the boilers to get a small bag of graphite. He let the bag
drop on top of one of the boilers, spilling about half of the
contents of the bag, or about 20 to 25 pounds, down through
the manhole and into the boiler. I thought at the time that
it could not hurt anything, so I did not bother to clean it
out, but forgot the incident and did not think of it again
until I had it brought to my mind four or five months later,
when we opened up the boilers for cleaning again.

I went through two of the boilers and found them in about
In between some of the tubes the
scale had formed in a solid mass. On the shell and crown
sheets there was from 1/16 to 1% inch hard scale. I put a
couple of men in each boiler to scale and clean them, and I
went on to the next boiler. You can imagine my surprise
when I went into No. 3 boiler (on the same battery using
water from the same source) to find it almost entirely free
from scale. What had settled in the bottom was soft and
could be crushed in your hand. Most of it could be washed
out with a hose. I did not know what to make of conditions
as I found them until I came out with a handful of sedi-
ment I had gathered up as I came out. Upon examining this
I found it was mixed with graphite, and then I remembered
the incident when the graphite was spilled in the boiler.

I have used graphite ever since as a preventative of internal
corrosion and to prevent the forming of scale. The graphite
I have used has left the boilers clean and does not impair
the boiler, packing or engines. No more chemicals for mine.
A boiler graphite that protects boilers, engines, etc., is good
enough for me. W. V. Forp.

the same shape as before.

Norwich, Conn.

Fitting a Combustion Chamber Patch

A small steam schooner came to port that was under charter
to make a trip to Alaska. The local boiler inspector was to
make the annual inspection of the boiler, which was fourteen
years old. When they applied the hydrostatic pressure
everything around the boiler proved to be tight, no leaks of
any kind developing, although I might add that a few rivets
were called and some tubes rolled before the inspector looked
it over.

Satisfied with this part, the boiler was emptied and drained
out and a thorough inspection made inside, and, barring a
very slight pitting, the boiler was in very good condition.
The inspector then ordered a drill test of the boiler on the
shell at the waterline and at the bottom of the boiler and in
the bottom of the combustion chamber wrapper sheet. The
first drill tests showed the original thickness, while the com-
bustion chamber had thinned down from 5¢ inch original
thickness to 5/16 inch in one place. This was all on the fire
side, while the under or water side showed evidence of groov-
ing. I attributed this condition to allowing wet ashes to ac-
cumulate in the bottom of the boiler while the boat was out
of use.

The inspector ordered the working pressure of 135 pounds
cut down to about 95 pounds, and, as they did not want to
lose the charter, they asked for and received permission to
patch the bad part, which job was immediately undertaken by
the boiler shop. I went down to the boat and looked the
job over, deciding to renew the bad section on the bottom,
which extended 27 inches on each side of the bottom center
and included cutting out forty-four 13-inch stay bolts. I
also decided that it would be easier to scarf each of the four
corners of the old wrapper sheet than it would be to scarf
the new plate and slip it under the old pieces, as we would
not have to cut out an additional row of staybolts on each
side or as many rivets. We would also do away with heat-
ing the patch in the corners, which would be very apt to
crack the old plates. Deciding on this, I marked the piece

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

to be cut out, and also marked a 234-inch by 534-inch hand
hole on the back head opposite the two lines to be cut, the
same to be used in cutting part of the old wrapper sheet,
to pass rivets through, etc. I marked the plate allowing an
extension for the scarf on each of the four corners.

In the meantime, we had an air line with a manifold, so
as to hook on about four air hose lines, and an electric wire
for portable lights installed aboard the boat. I started one
boiler maker in the combustion chamber to cut across the
width on each side, another on the back head to cut out the
hand holes and the back end of the wrapper sheet, the first
boiler maker going in the boiler under the furnaces and cut-
ting the front ends. He then cut off all the rivet heads to be
cut out inside the combustion chamber and backed the rivets
out. We then started in to cut out the staybolts, as follows:
We split the nuts with a coal chisel and button set‘and nicked
the bolt close to the wrapper sheet, and hitting the bolt on
the end a few hard blows with the button set they readily
broke off. We then drilled each bolt about 34 inch deep,
or just through the wrapper sheet. We then got an extra
long chisel bar that extended through the front manhole
and broke the staybolts off close to the shell. This being
done, it allowed the piece we had cut out to drop down, and
by turning and twisting it around it was readily taken out of
the furnace and up to the boiler shop, the furnace front be-
ing previously removed.

One boiler maker started in to scarf off the corners by
chipping, while another started in to drill out the staybolt
ends in the shell from inside the boiler. In the meantime,
we had straightened the plate we had cut out, and, getting a
plate of flange steel, we marked off a new piece by placing
the old one on top and marking off all the old holes, leaving
the new holes in the seam out, which holes weré being drilled
in the boiler. We then proceeded in the ordinary way to
drill, plane and roll the plate, having made a sweep from
the old piece before straightening. By this time the scarfing
was all done on the boiler, and I made a templet of it on
each of the four corners, as they were thinned down by
chipping and varied slightly, and using a hole as a tell-tale
point so as to have the pocket in just the right place.

We next had the plate taken to the fire, where we heated
it and worked each corner to conform to the templets,
already mentioned. In putting in these pockets we got a
small steel wedge, which was just about the size of the
scarfs on the old section. We did this work to save heat-
ing and fitting on the boiler.

Having drilled the seam holes and countersunk them, also
all the holes in the heads, and having cleaned all the staybolt
holes out, we placed the new plate in position, and after
bolting it up and drilling the rivet holes through the seams
and the ends in position we were ready to rivet it up, as it
required no fitting or heating whatever. This was quite an
item, as it would surely endanger cracking the old heads
were we to heat the corners. The rivets were driven by hand
with a deep countersink, the holder-on having quite a job
reaching in under the back end, as he laid under the fur-
naces, where there was about 5 inches water space at the
bottom. The job was calked on the combustion chamber
side only.

We next put in the staybolts; the old ones were 13@ inches,
but we put in 1%-inch bolts, as it is always better to put in
a larger size on cutting out staybolts, as it is next to impos-
sible to get good threads unless you do. We calked the bolts
with a gouge-shaped calking tool, wrapped a couple of turns
of asbestos string around it at the bottom, put a little red
lead putty over that, and put the nuts on.

After thoroughly cleaning out the boiler, we closed it up
again, and, filling with cold water, we applied the pressure.
Everything being satisfactory, we sent for the inspector,

JuLy, 1912

who, upon examining the work done, pronounced the boiler
in good condition.

‘The old method of doing a job of this kind would be to
scarf all four ends of the new plate, cut out four additional
staybolts on each end and about twenty extra rivets, in order
to spring the old wrapper sheet apart’ then it would be neces-
sary to heat and set up all four corners, and, at the best, you
could not make a perfect job out of the back ones.

The above repairs were completed in 13 days (8% hours
per day), divided up as follows:

Four days cutting out the patch and forty-four staybolts.

Two days scarfing and trimming.

One day drilling.

Two days getting the patch out in the shop.

One and one-half days fitting the patch in place and drill-
ing the seams.

Two days to rivet it up.

Two and one-half days tapping holes and putting in stay-
bolts.

One day testing.

Plate was 5% inch by 3034 inches by 60
rivets.

Average of three boiler makers and two helpers on the boat,
all the work being done with air tools.

We, very shortly after completing this job, had a similar
one on another steam schooner; but, in order to get at the
staybolts on the bottom of the shell, we found it necessary
to jack up the boiler, which involved quite a job of discon-
necting steam pipes, etc. We did not cut the hand holes on
the back head for this job, as we were able to cut out the old
piece by using extra long chisels, having profited by the
experience of the first job. JAMES VINCENT.

inches; 7g-inch

Crosshead Troubles

The cross-head shoes of marine engines do not generally
give much trouble when the bearing surfaces are well oiled,
nor do they require much attention. Formerly many cross-
heads were fitted with brass shoes, but now, however, they
are, as a rule, made of steel castings lined with white metal.
This is quite satisfactory, yet the best results can be obtained
by the use of cast iron, 7. e., cast iron running on cast iron.
This construction requires more oil, but it wears less. At
times cast iron will give trouble where white metal-lined
shoes will not, as the following actua! occurrence will show:

The cross-heads of the compound engine of the steamer
WvW————. were made with cast iron shoes running on cast
iron guide plates. On the trial trip the cross-heads warmed
up and finally heated, and it was found impossible to cool
them down by using a lubricant made of oil mixed with white
lead, which is an excellent help in such cases, as most engi-
neers kriow. They soon became so hot that sparks could be
seen on the guide plate, and the engine had to be stopped.
The shoes were taken off, which required considerable labor,
as the cylinder head covers had to be taken off'and the pistons
unscrewed in order to reach the cross-heads. Several hard
places showed on the shoes, which were scraped away. After
all was again replaced the engine was started, and the trip
completed, but the shoes gave the same trouble later.

It must be clear, therefore, that this form of cross-head
is not the right one, as when it warms up even a little it will
swell until it grips between the columns. When the shoes
are lined with white metal on both sides they do not give
this same trouble of gripping, but the wear is considerably
more.

Often the astern shoe face is fitted with white metal lining
and the go-ahead shoe is not. This seems to work very well.
Cast iron on cast iron demands a larger surface and better
oiling, but many engine builders object to its use, but this

INTERNATIONAL MARINE ENGINEERING

289

construction is not best in all cases, as the following will
show :

The eccentric straps on an engine were not lined with
white metal. On the trial trip of the vessel one of these
gripped on the eccentric sheave, causing a breakdown. Here
the surface: is small. After this breakdown the builders of
the engine always lined the eccentric straps with white metal.

It is often said that steel cast slippers running on cast
iron guide plates give good results, and the writer knows
several engines so designed and recommends this construc-
tion strongly. For naval and yacht engines all parts are, as a
rule, made as light as possible. The stress on the bolts, etc.,
are generally higher in this class of work than on commercial
engines. Even a few ounces in weight is saved, and it is
often a source of discussion between designers of engines
whether or not the hot wells, pipes and tanks and other re-
ceptacles for water are not made far too large for what is
required, and too little attention is given to these causes of
weight and superfluous amount of water to be carried.

Bolts are often made strong enough to resist the tensile
strength, but this is not all that they, at times, have to be
figured for. Other demands must be remembered, as is illus-
trated in the following:

One of the cross-head bolts of a yacht engine on the high-
pressure cylinder broke.
again broke.

A new bolt was supplied, which
Then two new bolts were made % inch thicker
than the originals; but one of these soon broke, and a spare
bolt was put in which held for some time, but when the
bearing was taken up this bolt was found to be bent and had
to be replaced. As in similar engines bolts of the same size
were found to have held satisfactorily and gave no trouble
it was clear that something must be the cause. It was sug-
gested that water had been trapped in the high-pressure
cylinder, causing excessive strains, and accounted for the
breaking of the bolt; but the engineer investigated the matter
carefully and found the cause of the mystery, which was due
to the keeper of the cross-head bearings being too thin. This

CAUSE OF CROSSHEAD TROUBLE AND ALTERATIONS MADE

is illustrated in Fig. 1, and it shows how the keeper was bent
when the bolts were tightened up. This subjected them to a
severe bending stress, and this stress, combined with the
tensile stress, was too high for the bolts to withstand, so
they broke.

The cross-heads were altered, as indicated in Fig. 2, the
caps being made much thicker, and the nuts were also
“necked,” as there was no room for putting on check nuts.
After being in service some time it showed that this arrange-
ment obviated the difficulty entirely. ID), IX,

Harland & Wolff, Belfast, are rapidly completing the fourth
largest vessel in the world for the Holland-America Line.
This vessel is 740 feet long, 86 feet beam with a gross tonnage

of 32,500 tons. The designed speed is 17 knots.

INTERNATIONAL MARINE ENGINEERING

290
\

JULY, 1912

Review of Important Marine Articles in the Engineering Press

His Majesty's Torpedo Boat Destroyer Fury.—One of the
twenty torpedo boat destroyers completed during the last fiscal
year for the British Admiralty is ‘the Fury. The length,
breadth and depth of the hull are 240 feet, 25% and 15 feet 7
inches, respectively. The forecastle and bridge are built high
with the object of maintaining a high speed in heavy seas.
Weight of hull is 310 tons and displacement on draft of 7 feet
10 inches is 770 tons. Yarrow boilers fired by oil fuel have
given smokeless combustion on trial. The engines are Parsons
turbines, designed for 13,500 horsepower, from which 27 knots
speed was expected. On trial, however, the maximum shaft-
horsepower was about 14,000, and the mean speed during the
eight hours was 27.82 knots. At 13/4 knots speed, using 1,000
horsepower, the fuel consumption was such as to give a radius
of action of 2,600 miles. 350 words.—Engineering, March 15.

Steam Trials of H. M. S. Thunderer—The battleship
Thunderer has successfully passed all her steam trials and
is expected to be finished by her builders, the Thames Iron
Works & Shipbuilding Company, by May. The length is 545
feet, beam 88!4 feet and displacement tonnage 22,500 tons.
The boilers are of the Babcock & Wilcox type, and the main
propelling machinery consists of Parsons turbines. On the
full-power trial the engines averaged 299 revolutions per
minute and 27,416 shaft-horsepower, while the coal con-
sumption was 1.78 pounds per shaft-horsepower-hour. The
machinery throughout worked satisfactorily. 350 words.—
Engineering, March 15.

The Navy Estimates—A review of the recently-published
naval estimates for the coming year for the British Admiralty.
In the budget is a statement from the First Lord of the
Admiralty that “These estimates have been framed on the
assumption that the existing programmes of other naval
Powers will not be increased. In the event of such increases
it will be necessary to present supplementary estimates both
for men and money.’ The estimates call for four large
armored ships, eight light armored ships of a new type, twenty
destroyers and a number of subsidiary craft. Tabulated com-
parisons are made throughout the paper of the budgets made
in previous years with this one, and comment is favorable on
the course of this year’s action. 3,300 words—Engineering,
March 15.

The Ocean-Going Oil-Engined Ship Sembilan.—After having
built the successful Diesel-engine-propelled ship Vulcanus,
the Werkspoor Works at Amsterdam have recently completed
their second vessel of this type, the Sembilan. She is 150 feet
length on load line, 26 feet breadth and 9 feet 6 inches depth,
with single screw, driven by a three-cylinder, Werkspoor
Diesel marine type engine, running at 200 reyolutions and
developing 200 brake-horsepower. On regular voyages aggre-
gating 1,780 miles her average speed was 7% knots and the
fuel consumption was 11.7 pounds per nautical mile. The
cylinders are water-cooled but the pistons are air-cooled, both
arrangements being said to work successfully. A novel fea-
ture of the engine is 4 patented design of cylinder whereby the
piston may be examined without disconnecting piston rod or
connecting rod. This is accomplished by making the cylinder
with a solid head, but having a jacket bolted on the lower
end, which is removed and the piston exposed for examination.
The article is illustrated with drawings of general arrange-
ment of the ship and four assembly drawings of engine. 1,300
words.—Engineering, March 15.

The Austro-Hungarian Battleship Tegetthoff—Short notice
and photograph of launch of the new Austrian dreadnought.
Principal dimensions and specifications are: Length, 495 feet ;
beam, 89 feet; displacement, 20,040 tons on 26 feet draft.

Machinery consists of .Parsons turbines and Yarrow boilers.
The vessel mounts twelve 12-inch guns and sixteen 3-inch and
twenty-four smaller weapons. During the earlier stages of
construction great secrecy was maintained concerning the
vessel. 225 words.—Engimeering, March 209.

Some Military Principles which Bear on Warship Design.—
By Admiral Sir Reginald Custance, K. C. B. A study of naval
tactics bearing on warship design, principally the subjects of
gun sizes and the value of armor. The author starts with the
statement that a ship of war embodies the tactical and strat-
egical ideals of the age in which she is designed and built; that
it is the business of the naval officer to examine these ideals
and the military principles underlying them, and the part of
the naval architect to embody these in design. He then pro-
ceeds to the examination of present-day ideals of warship
construction, taking as object lessons decisive naval engage-
ments from the time of the Momtor and Merrimac down to
the Russo-Japanese War. In the study of weapons, of the
three—gun, ram and torpedo—he takes time for a discussion
of the gun only. The study of armor is as completely carried
out. From the history of naval engagements where armor
played an important part the author has derived conclusions
which point to its lessened value under the latest conditions of
naval fighting. As for the rest, he urges the importance of
many guns and many men, even if guns of the iargest sizes
must be dispensed with, since, besides the moral effect, large
calibers are not always effective in action. He presents tabu-
lated data of fighting ship elements. 4,200 words.—Engineer-
mg, March 209.

Turning Circles—By Prof. William Hovgaard. An
vestigation into the behavior of ships while turning circles
under given standard conditions, which are as follows: All
the ships were of the twin-screw type except one, which had
four propellers. The propellers were placed in the ordinary
position relative to the rudders. The rudders were of ordi-
nary form, balanced or unbalanced. Before the rudders were
laid over, both propellers were going ahead at the same speed
and the valves of the engines were not touched during the
trial. The rudder was laid at or near its maximum angle.
An analysis of trials made upon a number of Danish war-
ships under the supervision of Capt. A. Rasmussen, and upon
a few typical vessels of the United States navy, of all sizes
and types. The results are tabulated, showing sketches of
forms of stern profile and rudder and giving all data bearing
upon the investigation and the results which are given under
terms such as radius of turning circle, speed during turning,
ratio of speeds, rudder pressure, drift angle and pivoting
point. The importance of this information is enhanced by
the fact that this is the first contribution to this field of
knowledge which gives anything like complete data on the
action involved. 2,600 words. Illustrated with diagrams.—
Paper read before the Institution of Naval Architects.

The Law of Comparison for Surface Friction and Eddy-
Making Resistances in Fluids.—By TY. E. Stanton, D. Se. An
attempted verification, by further experiment, of Mr. W.
Froude’s work on these topics. The work herein described
is based upon the experiments and results obtained by Mr.
Osborne Reynolds on the subject of friction in pipes of the
flow of water. These were supplemented by experiments on
the resistance of wooden models of dirigible balloons of dif-
ferent sizes subject to pressure of both water and wind. The
coefficients of friction obtained were such as to verify the
accuracy of the law of comparison for friction and eddy-
making resistance. The paper is entirely theoretical in its
nature and scope, and is applicable to practical use only upon

in-

JuLy, 1912 Y

its merits as a report of laboratory experiments based upon
assumptions made common to such work in hydrodynamics.
2,500 words.—Paper read before the Institution of Naval
Architects.

The Salvage of the San Giorgio—TVhe first paper of a
serial dealing with the stranding of the Italian armored
cruiser San Giorgio on the Gaiola Shoal Aug. 12 and the
subsequent salvage operations. These were quite remarkable
considering the damage done the vessel and the position in
which she was placed. At the time of the accident she was
steaming at a speed of about 13 knots. A rocky ledge was
struck amidships, and, the bottom being broken open in
several places, the sea rushed into the forward and. central
compartments. The day following a council was held by
officers in charge of the salvage, and the following plans laid
down for carrying out of the work: The lightening of the
ship; expulsion of the water; cutting away the reef; use
of external lifting appliances. These four classes of opera-
tions were to proceed simultaneously, together with such other
measures as would insure the safety of the work in case of
bad weather, the prevention of extension of flooding of the
vessel, and a measure of the progress of the work. For
carrying out the first plan preparations were made for taking
out the weights of guns, turrets, conning towers and armor.
Later, the two forward funnels were sent ashore. For the
purpose of expulsion of water, pumps were placed to draw
from each compartment, and these were made tight as the
water was rapidly removed. As several compartments were
emptied and hermetically sealed, means were also provided
for forcing water out of other compartments by forcing com-
pressed air in. The article is illustrated by photographs and
several very good drawings showing the condition of the
bottom. 6,0co words.—The Engineer, April 10.

The Salvage of the San Giorgio—Second paper. This in-
stallment deals with cutting away the rock of the reef and
the use of external lifting appliances, which finally enables
the ship to be floated and brought safely to a dockyard, where
she has been restored to the navy. Illustrated with drawings
and photographs. 3,500 words—The Engineer, April 26.

The Loss of the Titanic—By Prof. J. H. Biles. A compari-
son of bulkhead spacing in typical Atlantic liners with refer-
ence to the requirements of the bulkhead committee of the
Board of Trade. There is presented tabulated data of spac-
ing of bulkheads, height and strength, together with diagrams
of different ships, showing placing of the same. One example
is given of very effective bulkhead construction, tested by a
previous accident somewhat similar to that of the Titanic.
From that time until the present this vessel has not been
equaled in that respect. Her owners have since found her
arrangements unhandy and wasteful of possible passenger
space, and in subsequent vessels for the same line different
arrangements were made for height of bulkheads and the
storage of fuel. This is a good example of how public senti-
ment is active immediately following a calamity, gradually
becoming less acute as time passes with no immediate repe-
tition of the horrors of such a wreck. The conclusions
reached by the author are that all bulkheads should be car-
ried as high as possible, and that the decks should be made
effectively water-tight. 3,700 words.—The Engineer, April 19.

Load-Extension Diagrams Obtained Photographically with
an Automatic Self-Contained Optical Load-Extension In-
dicator.—By Prot. W. B. Dalby, M. A. A description of an
apparatus for taking load-extension diagrams photographic-
ally by means of mirrors. These are so adjusted that a ray of
light is*thrown into the field of exposure of a camera in such
a manner as to be proportionate to the load upon a test speci-
men in a testing machine. In this way the behavior of
materials at or near the yield point is plotted permanently

INTERNATIONAL MARINE ENGINEERING 291

for reference or study. With the description of the machine
are given several plots showing diagrams of steel of different
carbon content. Illustrated. Paper read before the In-
stitution of Naval Architects.

Waves and Ship Form.—By Arthur R. Liddell, Charlotten-
burg. A consideration of waves and their effect on hull form
dealing with general principles and the general characteris-
tics of hulls for different conditions of service. Toward the
last of the paper the determination of longitudinal bending
moments among waves is considered, including the Smith
correction applicable to wave height as communicated to the
Institution of Naval Architects. A table is given for use
with the Smith correction whereby the application is made

easier. 3,300 words.—The Engineer, April 5.

The Revenue Cutter Service—The recent recommendation
to have the Revenue Cutter Service in its present form abol-
ished has brought forth a discussion as to the work and effi-
ciency of the service. This article states briefly its history, and
makes a good case for the work done by this minor navy
under the Treasury Department. Its beginning dates back to
1790, eight years before the establishment of the Navy De-
partment, and from that time until the present the vessels of
the Revenue Cutter Service have given good account of them-
selves in war, in the business of the Revenue Service, as savers
of life and shipping property in storm and danger, and in the
many commissions of miscellaneous nature that have from
time to time been entrusted to their care. 2,900 words, with
photographs.—The Marine Review, April.

The Ljungstrom Steam Turbine.—An article illustrated by
several photographs and drawings descriptive of the type
of reaction steam turbine devised and built by Mr. Birger
Ljungstr6m, an engineer at Stockholm, and his brother, Mr.
Frederic Ljungstr6m. The machine is a radial-flow reaction
turbine, steam being admitted between two disks, and in its
passage from their center to their circumference passing
between concentric blading rings carried alternately by the
two disks. The disks revolve at equal speeds in opposite
directions, each disk carrying on the other end of their shafts
an electric generator. The relative speeds of each set of
blades is thus twice as great as in a standard reaction turbine
of equal revolutions and diameter, and thus for equal effi-
ciency the total number of blade rows is only one-quarter as
great. Moreover, as there is no split cast iron casing carry-
ing blades or dummy packings, the whole of these parts being
mounted on the solid circular disks, the fear of distortion
troubles is completely eliminated. This sense of security has
encouraged the use of the highest degree of superheat prac-
ticable to ‘be used. Two years ago a test machine was built
of 500-kilowatt capacity, connected to water brakes instead of
to electric generators. It fully realized the expectations of
the designer, giving an efficiency ratio of 71.8 percent and a
steam consumption of 8.75 pounds per brake-horsepower-
hour with initial steam pressure of 172 pounds absolute, with
258 degrees superheat and vacuum of 28.45 inches. Since
then another machine of 1,co00-kilowatt capacity has been
built, connected to electric generators, and is now in suc-
cessful operation. 4,300 words.—Engineering, April 12.

Electric Ship Propulsion with Ljungstrém Turbo-Genera-
tors—A communication from the inventor showing the ad-
vantages of his design of turbine for marine work. Its value
for stationary work has already been proven by tests upon a
1,000-kilowatt set in practical operation. On shipboard there
would be the added advantage that voltage need not be kept
constant. As to efficiency of electrical transmission, 90 to 92
percent is claimed under favorable circumstances. For a
4,500-kilowatt plant running at 3,000 revolutions per minute
a thermodynamic efficiency is claimed by the inventor of
For manetivering, motors coupled in

about 85 percent.

292 INTERNATIONAL MARINE ENGINEERING

cascade are recommended for slowing down to one-half or
one-third speed, and for other speeds the turbine could be
throttled. This system offers higher turbine and propeller
efficiencies than mechanical gearing, due to the higher ratios
of speeds practicable for use. A complete estimate has been
made showing the saving in weight and space, fuel con-
sumption and operating costs for the Mauretania using the
Ljungstr6m turbo-generators. Diagrams accompany show-
ing relative space devoted to machinery with the present type
of machinery and the estimated plant. The author gives cal-
culations ‘for an installation on a torpedo boat destroyer. A
comparison of the performance of the Diesel engine with the
Ljungstrom turbo-generator favors the latter, because of its
slower speed for the propeller. 3,400 words.—Engineering,
April to.

An Analysis of the Claims of the Marine Internal Com-
bustion Engine—So much has been said recently upon the
comparison on general principles of the marine internal-
combustion motor with the steam engine that a direct compari-
son of estimates for specific instances may throw new light
upon the matter. This has been attempted in an article under
the above title in The Engineer, the author choosing three
cases for making the test. First was chosen the small launch
of about 14 horsepower used for occasional steaming; second,
80 horsepower, as used in small tugs, fishing smacks, barges,
etc.; third, 1,100 horsepower as installed in small tramps.
Comparative drawings of machinery space required are given
for all cases, together with the figures showing costs of in-
stallation and operation and the attendant advantages of each.
Besides the general statement of results the data are tabulated
for convenient comparison. Briefly stated, the results are:
For the smallest size the steam outfit costs much more to
install but somewhat less to operate, weighs more, takes up
less longitudinal space, requires more time to get under way,
but is safer and perhaps more reliable. For the next size the
steam engine costs about 80 percent as much to install as the
other, costs more than twice as much to operate, requires prac-
tically the same space and labor attendance and more time to
get under way, as was the case in the smaller boat. For the
largest size considered the steam engine shows up to a larger
disadvantage than in either of the others. Although its first
cost is only 70 percent of an equivalent two-cycle oil engine,
the fuel cost per unit operating time is more than twice as
The
steam plant will require considerably more space and a larger
crew, and will run up larger repair and depreciation charges
in a given time: While some items to be considered are
largely matters of opinion, others may be fairly well estab-
lished from experience and data now at hand. .4,700 words.—
The Engineer, March 15.

great, no allowance being made for standby losses.

Oil or Steam?—An editorial presenting the question of type
of propulsive power. Its principal contents are comments upon
the article treated in the preceding review, though in its
broader aim it tries to interpret the former in its general bear-
ing upon the whole subject. While those comparisons were
made with engines to the same specifications, in practice the
oil motor would have a decided advantage in running at a
higher speed. This would favor economy by the resulting
decrease in machinery weight. The question of which type of
oil motor is most suitable for marine work is one as yet un-
settled. There are good reasons why the two-cycle engine
appears to be the coming type, but at the present time
mechanical uncertainties delay its general adoption. In closing,
the editors favor the broad and general study of the question,
taking into account as most important evidence the tried re-
sults from both types and letting go as unimportant the ele-
ments non-essential or due primarily to the early state of
motor development, which was productive of a great variety
of types. 2,300 words.—The Engineer, March 15.

JULY, 1912

The Tosi Steam Turbines—These machines are constructed
by Mr. F. Tosi, of Legnano, Italy. The article here reviewed
is a description of a 7,500-horsepower turbine installed in a
torpedo boat destroyer for the Italian navy. It drives one of
twin screws, and is of the mixed type, having six velocity-
compound stages followed by a drum carrying fourteen rows
of reaction blading. The first of the wheels carrying the
velocity compounding blades carry four rows of blades, the
others three each. In the same casing a reverse turbine is
fitted, it being of the same general type, having one velocity
stage of four rows of blades, followed by twelve rows of
reaction blading. The turbine works from an initial pressure
of 233 pounds gage down to 27-inch yacuum, developing at its
maximum output 7,500 horsepower when running at 600
revolutions per minute. The astern turbine is designed to
generate 3,450 horsepower at 400 revolutions per minute.
Besides the marine turbine mentioned above there is shown
and described in some detail a 4,500-horsepower turbine for
driving an electric generator. Profusely illustrated with
detail and assembly drawings and photographs. 3,400 words.
—Engineering, April 26.

Fitted Up as Oil Burners.—An illustrated description of the
conversion of the three Cramp-built steamers Sierra, Sonoma
and Ventura from coal to oil burners at the Union Iron
Works. The general dimensions of the ships are: 416 feet
length over all, 50 feet molded beam, 28 feet 3 inches depth
to main deck, displacement 9,680 tons on draft of 24 feet. The
engines are triple expansion, with cylinders 28, 46 and 76
inches diameter and 48 inches stroke. The boilers are eight in
number, 13 feet 6 inches diameter and 10 feet 5 inches length,
with total heating surface of 14,975 square feet and total grate
surface of 409.5 square feet. The changes incident to oil-
burning installation include a general rearrangement of boilers
and the use of one stack in place of two formerly used. 720
words.—The Marine Review, April.

Communication Between Engine Room and Bridge of
Steamships and Some Methods of Controlling the Same.—
By J. M. Newall. A complete account of the development of
the engine-room telegraph, more particularly the later im-
provements whereby greater certainty of signals is insured.
Shows type of instrument to be used with three engines or
turbines, the signals being transmitted to all three by the same
telegraph. Severa! forms of revolution and direction indi-
cators are described and shown, among them the well-known
McNab instrument. The Recordicator, an invention of the
author, is described in full. This is a combination of several
different instruments used on shipboard, and has for its ob-
ject: to let the engineer working the engines know when he
is putting them the wrong way, to signal the bridge the actual
working of the engines, to record the same. The value of
such an instrument is apparent. 6,500 words, illustrated with
photographs.—The Steamship, April.

Two Hundred-Ton Electric Revolving Cantilever Crane.—
There has been recently completed a very fine example of
crane work for the Imperial Japanese navy by Messrs. Cowans,
Sheldon & Company, Ltd. This crane, designed entirely by
the manufacturers, is of 200 tons capacity, and has been tested
with a load of 250 tons. Its working radii are 105 feet for 2co
tons, 150.feet for 100 tons and 160 feet for 30 tons. The can-
tilever 1s supported on a square tower 50 feet on a side and
rising 109 feet from quay to base of circular track. From the
center of this the crane reaches out with 170 feet radius on
the hoisting end and 95 feet on the motor end. The roller path
is 50 feet in diameter. The motors, of which there are five
60 horsepower, one 30 and one Io horsepower, are of the
totally enclosed, series wound, multi-polar type, working on
direct current at 220 volts. The crane went through a series
of tests in a highly successful manner. 2,300 words and plates
of structure complete—Engineering, March 15.

INTERNATIONAL

JuLy, 1912

Published Monthly at
17 Battrey Place

New York

By ALDRICH PUBLISHING COMPANY, INC.

H. L. ALDRICH, President and Treasurer

Assoc. Member of Council, Soc. N. A. and M. E.
and at

Christopher St., Finsbury Square, London, E. C.

E, J. P. BENN, Director and Publisher
Assoc, I. N. A.

HOWARD H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,

Mass.
Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States

4 Patent Office.
Copyright in Great Britain, entered at Stationers’ Hall, London.

Notice to Advertisers.

Changes to be made in copy, or in orders for advertising, must be in
our hands not later than the 15th of the month, to insure the carrying
out of such instructions in the issue of the month following. If proof
ts to be submitted, copy must be in our hands not later than the roth of
the month.

In referring in these columns several years ago to
the possible reduction in steam consumption by the
use of superheated steam we pointed out that at that
time results from the use of superheated steam with
turbines showed that a saving of about one percent
of steam consumption could be made for each ten de-
grees Fahrenheit of superheat. Since then the data
which have come to hand have justified this statement,
as can be seen from the very complete summary of the
available data from marine work in the United States
which has been contributed to this issue. The data in
this instance, however, include the use of superheated
steam with reciprocating engines, and it is interesting to
note that equally good results have been obtained from
superheated steam with both reciprocating engines
and steam turbines. In navy practice, where from 50
to 100 degrees superheating is commonly used, prac-
tically the same percentages of reduction in fuel and
in steam consumption are obtained. At the last meet-
ing of the Institution of Naval Architects a very in-
teresting paper on the results of experiments with a
watertube boiler, with special reference to superheat-
ing, was read by Mr. Harold E. Yarrow. His experi-
ments included not only the installation of superheat-

MARINE ENGINEERING

293

ers, but, what seems of equal importance, the utiliza-
tion of waste gases for feed-water heating. His con-
clusions are that there will be a certain gain by the use
of superheated steam of from 8 to 10 percent of fuel
economy when using 100 degrees Fahrenheit super-
heat and from 11 to 13 percent gain when using 150
degrees Fahrenheit of superheat in combination with
a pressure of 200 pounds per square inch, and also that
a further gain in fuel economy can be obtained by an
efficient system of heating the feed from the gases
after they have passed the generator tubes of the
boiler. This, he claims, can be obtained without in-
creased weight, cost, space or upkeep of the boiler in-
stallation.

When the submarine first became recognized as an
important factor in naval power its effectiveness was
limited by the comparatively short range and inac-
curacy of the torpedo and by the slow surface and
under-water speeds of the vessel itself, its short radius
of action, and its uncertain maneuvering powers. It
is only about fifteen years, however, since the first prac-
tical submarine was introduced, and during that time
the range of the torpedo has been increased from less
than a thousand yards to about a mile. The speed of
the vessel, both on the surface and when submerged,
has been doubled, and the radius of action increased
so that a submarine can now undertake a long sea voy-
age without escort. At the summer meetings of the
German Society of Naval Architects, just concluded,
various proposals for improved motive power for sub-
marines were suggested, the most novel of which was
the use of steam machinery in place of the present
combination of oil engines and electric power, so-called
soda boilers supplying steam when the vessel is sub-
merged. Further results are needed, however, to
show the superiority of this arrangement over the
present type of installation.

The great courage with which every man on the en-
gine room force of the 7itantic faithfully performed
his duty and went down with the ship has scarcely been
referred to in the reports of the disaster. It seems fit-
ting that recognition of the heroism of these martyrs
should be made, and it is proposed to erect a memorial
of some kind in Southampton, whence the Titanic
sailed to her destruction.

Engineers all over the world are invited to con-
tribute to this fund. In order to make it come within
the limits of the purse of everybody, it is called a
Shilling Fund (twenty-five cents), although, of course,
contributions of any size will be welcome.

Any of our readers who wish to express their recog-
nition of the great devotion to duty of these engineers
can send contributions to Mr. E. J. P. Benn, Publisher,
INTERNATIONAL MARINE ENGINEERING, 31 Christo-
pher street, London, E. €., or to Mr. Hi. L. Aldrich,
publisher of INTERNATIONAL MARINE ENGINEERING,
17 Battery place, New York,

204

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

Improved Engineering Specialties for the Marine Field

Lackawanna Arched Web Steel Sheet Piling

The characteristic feature of the new Lackawanna arched
web steel sheet piling, made by the Lackawanna Steel Com-
pany, Buffalo, N. Y., is the curving or arching of the web, so
that the mass of metal within the web lies to one side of the
neutral Referring to the illustrations,
the outer face of the web, or what might be termed the
extrados of the arch, is flattened to lie in the same horizontal
plane with the extreme outer faces of the members of the
interlocked joint. In the piling wall the arches reverse with
each pile with reference to the neutral axis of the wall, and
the total thickness of the wall at the center of each web is
equal to but not greater than the thickness of the wall at the
interlocked joint. At the same time, it is claimed, the arched
section transmits the load to the supports without as great
a tendency to flatten out as found in corrugated sections made
of rolled or bent plates.

The haunches of the arch are thickened, giving increased
strength at this point against spreading, and also distributing

axis of the section.

INTERIOR CF COFFERDAM.

STRIP.

WALING

Se Ss a ere ees

RETAINED MATERIAL , OUTSIOE OF COFFERDAM.

FIG. 1.—TYPICAL SECTION OF WALL OF LACKAWANNA ARCHED WEB STEEL
SHEET PILING

NEUTRAL

FIG. 2.—LACKAWANNA ARCHED WEB STEEL SHEET PILING ASSEMBLED

the metal in the web with reference to the neutral axis so as
to increase the inertia and modulus of the section. From
Fig. 1 it can be seen that on each section where pressure
comes on the external part of the arch, this pressure is trans-
mitted to the waling timber through the interlocking mem-
bers of the joint. In those piles where the internal part of the
arch is under pressure the pressure is transmitted directly
through the metal to the waling timber throughout a wide
contact. This bearing surface is greatly lengthened at each
edge by the thickening of the arches at the haunches, as
stated.

It is claimed that a wall of Lackawanna arched steel piling,
in comparison to a similar wall of plain straight-webbed piling
sections, all other conditions being the same, has much
greater transverse strength, due to the higher section modulus
of the individual piling sections and the correspondingly
higher resistance against the bending moment produced by
the peculiar distribution of the metal. This greatly in-
creased transverse strength permits the building of a wall
that is thin and compact in proportion to its lateral strength.
It permits a greater vertical spacing ‘between supports or
waling timbers for piling of a given weight per square foot,
therefore reducing the amount of timber required for safety
under a given loading, and thus effecting economy where
transverse strength is a primary consideration. Where ten-
sional strength is of greatest importance, as in structures that
cannot be braced, the ordinary straight-webbed piling will be

found preferable. But for braced structures, where each pile
acts as a supported vertical beam, the arched section is claimed
to be relatively the strongest and most economical.

Vulcan Chain Pipe Vise
The original Vulcan chain vise manufactured by Messrs.
J. H. Williams & Company, Brooklyn, N. Y., has been de-
scribed in previous issues of this journal. Since this vise
was introduced additional sizes have been made which will
care for all pipe sizes from 4% to 8 inches diameter. The

smallest size, which is termed “the baby,’ shown herewith, is
manufactured with an added improvement, consisting of an
extended tooth, which enables the extreme of chain grip
without bending or injuring the smallest pipe. The vises are
made entirely from wrought steel. The drop-forged jaws are
of steel tempered for file sharpening.

Thor Roiler Bearing Air Drills
The Independent Pneumatic Tool Company, Chicago, IIL.
has recently placed a new line of portable drilling machines
on the market, known as the Thor Roller Bearing Piston Air
Drills.
These machines possess the same general features which
were used so successfully in former types of Thor drills,

such as Corliss valves, telescopic screw-feed, removable

The size of the

crank chamber plate, and large air chamber.
spindle in most cases has been increased, but the most radical
improvement is in the crankshaft bearings, connecting rods,
eccentrics and eccentric straps. The crankshaft has. been
greatly strengthened, and anti-friction roller bearings are
provided for same. The rollers are of ample length and

JULY, 1912

diameter and are retained in a machined brass cage. The
bushings have a slip fit into the casing and are hardened and
ground. The crankshaft has rounded ends and end thrust
against a hardened plate, which reduces friction.

On account of the increased size of the crankshaft and
ample size of rollers, the center bearing is dispensed with.
The eccentric is smaller in diameter, and being mounted on
the crankshaft still further reduces friction.

The toggle and connecting rod used in former types have
been replaced with a one-piece connecting rod similar to
that used so successfully in the Thor Nos. 8 and 9 close corner
drills. Roller bearings are also provided for the idler or
planet gears in the compound drills, and an improved shifter
mechanism is used on all two-speed machines. The accom-
panying illustration shows this drill with roller bearings on
each end of the crankshaft and one-piece connecting rod.

A New Type of Air=Driven Boiler Tube Cleaner

The air or steam-driven type of boiler tube cleaner has been
found the most satisfactory in many power plants because
water is expensive or the pressure is too low to give sufficient
power to drive*a water turbine cleaner. Plants in which
these conditions obtain will undoubtedly be interested in a new
type of air or steam-driven cleaner recently perfected by the
Lagonda Manufacturing Company, Springfield, Ohio. The

ExnausT

CENTER SHAFT, i
FROMT BUSHING
FRONT PORTION CASING

cross-sectional cuts of this cleaner, shown herewith, give a
good idea as to its method of operation. As will be noted, the
compressed air or steam passes through two ports in a plate in
the rear end of the cleaner, then through transverse openings
in the rotor, and out through branch openings to the space
behind the paddles. There are only two ports opening into the
air chamber, thus only the two paddles that are doing the
work are under air pressure, and there is no communication
to the two idle paddles, thus one of the main difficulties with
other types of air-driven cleaners has been eliminated; that
is, excessive leakage of air. After the air has done its work

behind one of the paddles, the paddle uncovers an exhaust’

port, and the expanded air is allowed to pass out through the
front end of the cleaner.

To permit the cleaner of operating economically under dif-
ferent air pressures and in different hardnesses or thickness
of scale, two interchangeable rear plates are provided having
different size port areas. Where there is a limited amount of
air available the plate with the smaller holes can be used, thus
insuring plenty of power with small amount of air. If the
scale is heavy and plenty of air can be furnished the plate with
larger holes can then be used and more power developed. The
cleaner is furnished with either the Weinland quick repair
head, or with other types manufactured by this company, and
is built for cleaning tubes of 1 to 4 inches in diameter, and a
‘special design is suitable for use in curved tubes.

INTERNATIONAL MARINE ENGINEERING

295

Eckliff Automatic Circulator

Practically the only handicap which is found in the Scotch
type of boiler as a steam generator is the lack of circulation
and the dead water below the grate level. To overcome this
handicap the Eckliff Automatic Boiler Circulator Company,
Detroit, Mich., has placed on the market a circulator which
Operates on the thermo-syphon principle. It is not a me-
chanical device but is governed entirely by the simple laws of
gravitation and physics. The circulator, as shown by the illus-

tration, consists of special tubing, so placed in the boiler that

positive heat units are absorbed from the crown sheet of the
furnaces, and the circulation of the water starts as soon as a
hot fire is obtained in the furnace. A blind plug, which con-
tains a thermometer, is placed at the lowest point in the boiler,
so that a glance at the thermometer will show the temperature
of the water at a point in the boiler which is usually filled with
dead water. With the circulator attached, however, it is
claimed that a temperature of not less than 20 degrees below
the temperature of the stéam carried is obtained at the lowest
point in the boiler, if the feed water is delivered at 125 de-
grees F, or better. The action of the circulator is entirely
automatic; there is no wear and tear, and the only change in
the ordinary construction of the Scotch boiler is to drill a
single t-inch hole in the shell to accommodate the blind plug
for the thermometer.

No. 50 Boyer Hammer with Reversed Handle
The Chicago Pneumatic Tool Company, Chicago, IIl., has
placed on the market a pneumatic riveting hammer for getting
into close quarters where the ordinary riveting hammer would
be too long or where it could not be conveniently handled.
It has a piston I 1/16 inch diameter by 5-inch stroke; will

drive 7g-inch rivets in structural work and 34-inch in steam-
tight boiler work, and is 14 inches over all, including rivet set.
It is particularly well adapted for driving the rivets in fire-
box doors where the space is limited to about 14% inches. In
structural work this hammer is useful where the box type of
girder is used.

296

A Practical Ventilating System

The Bryant-Bery Steam Turbine Company, Detroit, Mich.,
have on the market a special type of turbine designed for
marine ventilating purposes. The installation can be used for
the ventilation of fire rooms, engine rooms, cargo holds, gal-
The installation is also suitable
for forced draft, since it can be used either as a blower or in
an exhaust system.

leys and living quarters.

As can be seen from the illustration, the

fan and motor form a single unit, so arranged that high tem-
peratures do not affect its operation, permitting it to be placed
directly in a stack or breeching. The construction of the
turbine is such that steam is utilized, first, by impact; second,
by expansion, and, third, by a patented syphon system, which,
it is claimed, makes the operation of the turbine very eco-
nomical. The system is furnished in various types and sizes
to meet all requirements.

E and S Pipe Bending Machine

We show herewith a convenient and usetul machine for
bending pipes by hand which is manufactured by H. B.
Underwood & Company, Eleventh and Hamilton streets,
Philadelphia, Pa. The machine consists of quadrants or
formers, which are mounted on a face plate which has a
continuous rotary movement. A resistance stud against which
the pipe rests is located on a movable arm provided with a tee

slot, permitting the stud to be placed anywhere within the
radius of the arm, thus affording adaptability for any sort of
pipe bending. The face plate itself is provided with four tee
slots, upon which any style or shape of former or quadrant

can be attached. The machine is designed for bending piping

INTERNATIONAL MARINE ENGINEERING

JuLy, 1912

of steel, iron, brass, copper or other material up to and in-
cluding 2 inches in diameter. By using special formers, light
angles, flats and tee-bars can also be bent by this machine.
The ratio of gearing is 25 to I, giving a powerful leverage,
so that a boy can bend 2-inch pipe. The outside dimensions
of the machine, which is mounted on a telescopic stand, are:
Width, 4 feet 7 inches; height, 5 feet.

The Prest=-O=Welder

Welding by means of the oxy-acetylene process has firmly
established itself as an important factor in the manufacture
of machinery and metalware and in the reclaiming of broken
castings, whether of cast iron, steel, brass, bronze or aluminum,

The Prest-O-Welder, manufactured by the Prest-O-Lite Com-
pany, Indianapolis, Ind., is a practical adaptation of this suc-
cessful process to the needs of the average shop. Storage
tanks of 100 cubic feet capacity are furnished for each of the
gases used. This, it is claimed, eliminates the inconvenient
features of the generating systems and insures safety. A sup-
ply of pure dry gas is always ready for service upon opening
the valves. The whole equipment is mounted on a small steel
truck, which makes the Prest-O-Welder a portable and con-
venient equipment for all uses. The weight of the equipment
completely assembled is 300 pounds.

Welding by the oxy-acetylene process utilizes in a small,
concentrated flame the heat produced by the combustion of
acetylene and oxygen. The intense heat and concentration
allow the recasting of the metal in the joint to be welded. As
the flame is neutral the welded metal does not suffer any

July, 1912

injurious effects. A temperature of 6,300 degrees F. is ob-
tained. This temperature, while more than double that re-
quired to melt any of the commercial metals, is necessary for
successful welding on account of the rapid dissipation of the
heat through the metal, especially where heavy material is
being welded. The combustion of acetylene not only produces
an extremely high temperature but also furnishes an enormous
amount of heat, making possible the successful welding of the
heavy materials.

The essential features of the Prest-O-Welder are an acety-
lene and oxygen tank, each with proper automatic reducing
valves attached. The acetylene is stored in a cold-drawn,
seamless steel tank, having a capacity of 100 cubic feet, and is
known as. dissolved acetylene, 7. e., acetylene dissolved in
‘acetone in a porous filling inside the tank. The oxygen, which
is to support the combustion of the acetylene, and intensify its
heating power, is stored in a steel cylinder of 100 cubic feet
capacity. The acetylene is led through a regulating valve,
which automatically maintains a constant flow of gas. The
oxygen is also controlled by a regulating valve, which can be
instantly set to deliver the required amount of oxygen for the
flame desired. The two gases are united in the mixing cham-
ber of the blow-pipe. The welding heads on the blow-pipe
are interchangeable and easily adapted for different sizes of
material and castings.

The outfit is always ready for instant use. It needs no
further attention than merely opening two valves when re-
quired. When not in usé no yaluable space is taken up, be-
cause the outfit is compact and easily moved about. The
operation of the Prest-O-Welder is not difficult, and it is said
that the ordinary workman soon becomes proficient in all its
uses.

Association of Marine Draftsmen

At a recent meeting of the draftsmen of the Norfolk Navy
Yard, Norfolk, Va., a permanent organization was perfected,
which is to be known as the Norfolk Navy Yard Association
of Marine Draftsmen. Mr. Frank H. Dewey was elected
president and Mr. J. B. Sadler secretary.

This organization has for its object the promotion of the
welfare of draftsmen along intellectual, social and economic
lines; the establishment and maintenance of friendly rela-
tions among them in all their intercourses; the disseminating
of shipbuilding and other engineering and technical knowl-
edge; the providing of access to a wide range of technical
literature; the furnishing of such records as will best serve
to give the members an understanding of industrial, social
and economic conditions prevailing at the various points at
which draftsmen are employed, and, in general, by methods
based on sound principles to develop such a standard that
draftsmen, their employers and the public will cordially rec-
ognize drafting as a profession.

Similar organizations have been formed recently at a num-
ber of shipyards on the Atlantic coast, and are now being
formed at the various navy yards and shipyards throughout
the country, with the object in view of the formation of a
National Association of Marine Draftsmen.

Personal

Mr. H. C. Tow er has been appointed chief draftsman of
the merchant hull department at the New York Shipbuilding
Company, Camden, N. J.

Mr. TuHeEopore Arsert, president of the Powell Company,
died at his home in Cincinnati, Ohio, Monday, May 27.

INTERNATIONAL MARINE ENGINEERING

297,

Technical Publications

A Short Course in Graphic Statics. By William Ledyard
Cathcart and J. Irvin Chaffee, A. M. Size, 5 by 7%
inches. Pages, 183. Illustrations, 58. New York, 1911:
D. Van Nostrand Company. Price, $1.50 net.

Students of mechanical engineering are of necessity re-
quired to give some study to the subject of graphic statics,
although the design of trusses is in general the duty of a civil
engineer. Since this book is intended as a textbook for
mechanical engineering students, the treatment therefore is
limited mainly to the properties and general uses of the force
and equilibrium polygons, a part of the subject which is
usually sufficient for the solution of most of the problems
which mechanical engineers are required to solve. The sub-
ject is taken up in a brief, thoroughly clear and convenient
manner, and the book will prove a valuable aid to engineering
students in general.

By Ernest McCullough, C, E.
Size, 5% by 8 inches. Pages, 201. New York, IgI1:
David Williams Company. Price, $1.00 postpaid.

Nearly everyone who has devoted .his life to engineering
work can very easily be induced to say something on engi-
neering as a vocation. It is not strange, however, that the
average engineer would give his advice on this subject from a
rather biased point of view. Opinions in this direction are
probably as varied as upon any other subject of equally wide
scope. There are many different branches of engineering, and
each offers special advantages as a vocation, but all engineer-
ing work has this in common: that it requires certain cardinal
qualities in the type of man who is capable of making a suc-
cess of it. This is well set forth by the author in this book.
He also proceeds to set forth some ideas about the chances
for great success and the demand for engineers that are very
much at variance with the commonly accepted ideas of the
public. His knowledge, however, is based upon a long career
of splendid achievement and cannot be accepted as far from
the truth. It will well repay anyone who is contemplating
taking up engineering as a vocation to read this book and
inquire into the conditions which he suggests.

Engineering as a Vocation.

Marine Engineering Estimates and Costs. B.C. R. Bruce.
Size, 434 by 7 inches. Pages, 126. Glasgow, 1911: Fraser,
Asher & Company, Ltd. Price 4s. 6d.

No engineer can be considered to have mastered his pro-
fession until he has become thoroughly familiar with its com-
mercial side. In such large establishments as shipyards the
technical and commercial departments are always separated
by a more or less hard-and-fast line, and sometimes both the
technical man and the commercial man come to sword’s
points. Where the commercial end of the work is placed
entirely in the hands of a department which is separated from
the technical or engineering work, there are apt to be misun-
derstandings, and much better harmony can be obtained in the
management of such an establishment if each department
becomes more familiar with the work of the other. The point
where these two departments have most in common is in the
making up of estimates for new work and the cost accounting
of machinery passing through the shops. The author of this
book, therefore, has undertaken a most useful task in setting
forth rather briefly the general principles under which such
work is done. The book is not an explanation of the prac-
tice of any one concern, but is applicable to almost any.ship-
yard or engine works. First are considered the inquiry and
specification; then the agreement or contract; the division of
work between machinery and hull, and a standard estimate.
For this some very valuable information is given on estimat-
ing weights and labor charges for the construction of engines
and boilers, also the computation of establishment charges.
A chapter is devoted to the determining of approximate
machinery chapters to different cost

sizes, and several

298
accounting system. Finally, a chapter is devoted to the rela-
tive costs of different types of marine propelling machinery
and the trend of development in marine propulsion. The book
has every reason for commendation, and it is only to be re-
gretted that the work was not carried on further.
Maximum Production in Machine Shop and Foundry. By
C. E. Knoeppel. Size, 5 by 7% inches. Pages, 365.
Illustrations, 34. New York, t9o1t: The Engineering
Magazine, Price, $2.

Most of the subject matter presented in this book is based
on three series of articles published recently in The Engineer-
ig Magazine. When the matter was arranged im book form,
however, it was largely recast and rearranged in order to
present the subject in a well balanced and well proportioned
form from beginning. to end. The author of the book is a
man whose work has been intimately connected with current
practice on the foundry floor and in the machine shop, so that
he is thoroughly familiar with shop conditions and workmen.
He has, further, been under the influence of and received
training from one of the foremost efficiency engineers, so
that the book was shaped by very wide experience and sound
judgment. The machine shop and foundry are considered
as twin factors in production, one of which is as important
as the other, and, since they are so closely related, many of
the principles of organization and management tending to
efficient operation and maximum success are common to
both. The differences in the two are carefully brought out,
and the whole gives a valuable insight into what is probably
the most important modern metal industry.

Marine and Naval Boilers. By Lieut.-Com. Frank Lyon,
U. S. N., and Lieut.-Com. A. W. Hinds, U. S. N. Size,

534 by 9% inches. Pages, 450. Illustrations, 112. An-
napolis, Md., to12. United States Naval Institute. Price,

$3.50 postpaid.

Designed as a textbook for use at the United States Naval
Academy, this book has been based upon a previous text-book
on steam boilers by Capt. F. C. Bieg, U. S. N., which has been
used at the Academy since 1903. Recent advances in boiler
construction and management, however, required a new
treatment of the subject, and, owing to the death of Capt.
Bieg, the work of revising the former textbook was: under-
taken by the authors of the present volume. Unlike most
standard textbooks on steam boilers, very little consideration
is given to the subject of boiler design, calculation of strength
and methods of manufacture. A great deal of attention is
given, however, to the description of details of various types
of watertube boilers, which are commonly used in naval ves-
sels, together with most of the boiler accessories.. The sub-
jects of heat and heat transfer, combustion, fuel and firing of
boilers are carefully considered, and the parts given to liquid
fuel and methods of firing liquid fuel are of particular value
to naval men, since oil-fired boilers are becoming more gen-
eral in naval service every year. Most of the descriptive
matter is supplemented by excellent illustrations, which are
reproduced on a large scale from detail drawings.

Practical Thermodynamics. By Prof. Forrest E. Cardullo,
M. E. Size, 6 by 9 inches. Pages, 411. Illustrations, 224.

New York, 1911: McGraw-Hill Book Company.
$3.50 net.

The author of this book has presented the subject of
thermodynamics from the physical rather than from the
mathematical standpoint, so that common sense rather than
a knowledge of higher mathematics is the guide for the
reader. Thermodynamics is always looked upon by students
in technical schools as a very difficult subject, because the
principles are hard to understand at first sight, and the whole
work is usually wrapped up in such extensive mathematical
details, expressed in new forms of phraseology, that the main
points are somewhat obscure. In this work, however, the
subject is taken up in a manner somewhat different from the

INTERNATIONAL MARINE ENGINEERING

Price,

JuLy, 1912

usual textbook. In the first place, it is as simple as it would
seem possible to make such a work, and then the order in
which the points are made lead the reader to grasp the prin-
ciples and understand the phenomena of heat engines and
other thermodynamic machinery in their proper sequence.
The fundamental physical principles upon which further study
of the subject must depend are given in the first seven chap-
ters. Then follow the application of these principles to the
various types of engines and machinery. Each chapter is
followed by a number of carefully chosen problems, the solu-
tion of which is useful in suggesting the application of prin-
ciples rather than for bringing out the student’s knowledge
of the subject matter in the chapter. The book is a valuable
addition to the field of practical engineering literature.

Lloyd’s Register of American Yachts, 1912.

W. P. Stephens. Size, 9 by 7 inches. Pages, 502. 46

_ illustrated plates. New York, 1912: Lloyd’s Register of

Shipping. Price, blue cloth, gilt edges, $8.50; plain can-
vas, $7.00 ;

Lloyd’s Register of American Yachts may now be con-
sidered a permanent institution in yachting, having reached
its tenth volume and attained a size proportionate to the great
growth of the sport since the general adoption of the marine
gas engine. Replacing the older registers once known to sail-
ing yachtsmen, the book follows the same general lines, but
differs in the far larger number of power craft and the extra
detail required for their proper description.

The total number of yachts registered this year is 3,533,
about 60 percent of these being in the power division of the
fleet; large steam yachts, auxiliaries, small and large, and
gasoline (petrol) cruisers of all sizes; the relative decrease
of the sailing yacht being more rapid each year. The changes
from last year are, for the most part, made up of the dropping
of a number of the older sailing yachts, both small and large,
and the addition of several sizes of gasoline (petrol) cruisers.
notably the handy and convenient little raised-deck launch of
28 to 35 feet length, and the cruiser of 75 to 100 feet. The
additions to the sailing division of the fleet are comparatively
unimportant, and the conversion of sailing yachts to auxili-
aries which went on so rapidly several years ago is less
marked, for the reason that most of the outclassed sailing
yachts have been already converted, and the older ones, dating
from the early. Burgess era, about 1885, are being sold for
fishing or for breaking up.

One of the favorable signs of yachting is the steady growth
in popularity of the cruising launch, largely of the raised-deck
type, in all parts of the country; the users of these craft
being recruited alike from the ranks of the old sailing yachts-
men and from the newcomers in yachting. This class of yacht
is rapidly outnumbering all others in the old yachting centers
of the Atlantic coast; it is making new converts to yachting
on the Western lakes and rivers; it is represented in larger
numbers each year in Florida and other Southern waters;
while Puget Sound can boast of a large fleet of very fine
cruisers, nearly all of recent construction.

The burgees of these clubs, to.the number of nearly 500,
make up thirteen handsome color plates, and two more plates
are devoted to the National ensigns, the International Signal
Code and the Weather Bureau signals. The private signals
of yachtsmen, to the number of nearly 2,000, are also given
in colors, while the list of owners contains the names and
addresses, to the number of 3,350, of the owners of all yachts
entered in the Register with the clubs of which he is a mem-
ber, the yachts he owns and the number of his private signal.
One important feature of the Register which has been con-
siderably extended this year is the American Trade Directory,
a complete list of all the arts and industries connected with
yachting, forming a guide for the yachtsmfan in the purchase
of every class of yachting requisite.

Edited by

JuLy, 1912

Selected Marine Patents
The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID, C.

1,010,568. FLOAT FOR DREDGES. HARRY J. BARNHART
AND HARVEY T. GRACELY, OF MARION, OHIO, ASSIGNORS
TO THE MARION STEAM SHOVEL COMPANY, OF MARION,

OHIO, A CORPORATION OF OHIO.

Claim 1.—In a dredge the combination, with a hull and a float, of a
brace loosely connected to said hull and normally movable relatively
thereto, said brace being disconnected from said float and arranged to
extend over the latter to retain the same in position and adapted to be
moved away from the float to permit the float to be removed. Six
claims.

1,010,662. REGISTERING AND INDICATING APPARATUS.
ALEXANDER McNAB, OF NEW LONDON, CONN., ASSIGNOR, BY
MESNE ASSIGNMENTS, TO THE McNAB COMPANY, OF BRIDGE-
PORT, CONN., A CORPORATION OF CONNECTICUT.

Claim 1.—An apparatus for indicating and registering the number of
revolutions of a shaft, comprising an air tight casing, an agitator driven
positively with a motor, indicator tubes wiithin said casing and com-
municating therewith, freely movable plungers within said tubes and
having pin extensions, registering mechanisms compising a train of

sequentially connected counters, levers pivoted within said casing and
normally within the path of said extensions, and operative connections
between said levers and registering mechanisms whereby the impacts and
withdrawals of said extensions will throw said levers and allow them
to return to normal positions and thereby effect the operation of said
registering mechanisms. One claim.

1,010,767. LOADING AND TRIMMING MECHANISM FOR
BOATS. GEORGE H. HULETT, OF CLEVELAND, OHIO, AS-

SIGNOR TO THE WELLMAN-SEAVER-MORGAN COMPANY, OF
CLEVELAND, OHIO.

Claim 1.—In a machine the combination with a depending tubular
member and a laterally projecting chute at the lower end thereof, of a
tilting housing pivotally supported by said depending member and sup-
porting said chute. Twenty claims.

* 1,011,477. BOAT-DAVIT. HAROLD F. NORTON, OF NEWPORT
NEWS, VA.

Claim 1.—A davit supported by a pivot at its lower end, and means
for oscillating said davit, comprising two substantially horizontal mem-
bers connected by a nut and long screw, one member being non-revoluble

and directly swiveled to said davit intermediate its ends, the other mem-
ber being revoluble, and a fixed deck-stool having a swiveled bearing
in which said revoluble member is journaled, its outer end extending

through the bearing and carrying a crank. Three claims.

INTERNATIONAL MARINE ENGINEERING

299

1,013,024. METHOD OF AND APPARATUS FOR CONSTRUCT-
ING HULLS OF VESSELS. SIMON LAKE, OF MILFORD, CONN,

Claim 1.—The method of constructing hulls of vessels, which consists
in properly locating the ribs of the hull, then arranging a portion of the
plates forming the skin of the hull in position over the ribs and welding
them to said ribs and end to end to each other throughout practically
the entire length of the hull, and finally arranging the remaining plates
in position and welding them to said ribs and welding their abutting
ends to each other and their longitudinal edges to the abutting edges of-
the plates first welded in position. Six claims.

1,018,050. SUBAQUEOUS ROCK-BREAKER. ALEXANDER W.
HASSELL, OF JERSEY CITY, N. J., ASSIGNOR, BY MESNE
ASSIGNMENTS, OF ONE-HALF TO HASL-COE CONSTRUCTION
COMPANY, A CORPORATION OF NEW YORK,

Claim 3.—In a device of the class described in combination, lifting
means, a crusher bar, and a gripping device; said gripping device in-
cluding means for engaging the crusher bar, and means for automatic
ally disengaging the crusher bar from the gripping device when the
crusher bar is raised to a predetermined point; and means for limiting
the downward movement of the gripping device. Seven claims.

® 1,018,565. SCOW FOR TRANSPORTING GRAVEL AND THE
LIKE. THOMAS GC. JACKSON, OF CHICAGO, ILLINOIS, AS:
SIGNOR OF ONE-THIRD TO ROSE J. A. SHANKS, OF CHICAGO,
ILLINOIS.

Claim 2.—A scow having a compartment which is open at its top and
at its bottom, a plurality of superposed supporting and separating

¢ i >

screens for material extending across the compartment and supported
on the side walls thereof, the mesh of the upper screen being larger than
the mesh of the lower screen. Fourten claims.

1,018,848. CLAM-SHELL DREDGER.
SMITH, OF DAISY, LOUISIANA.

Claim 1.—In combination, a frame, a rotatable nut vertically mounted
in the frame and provided with a beveled gear at one end and having its
other end held against movement upwardly and downwardly, a vertical
screw extending through said nut and having threaded engagement
therewith, shafts supported in the frame at right angles to said screw,
drums on said shafts each provided with a beveled gear meshing with
the gear carried by the nut, oppositely wound suspended cables re-
spectively attached to said drums, scoops pivotally attached to the lower
end of said screw and means for pivotally suspending them from the
frame. One claim.

1,019,224. RAFT FOR DREDGES. HORACE J. CLARK; OF
CHICAGO, ILLINOIS, ASSIGNOR TO THE CLARK DREDGE
MANUFACTURING COMPANY, OF CHICAGO, ILLINOIS, A COR-
PORATION OF MAINE.

Claim 1.—A raft of the kind described comprising a plurality of floats,
each float being formed of a plurality of sections bolted together, beams

SAMUEL CHARLES

carrying means for holding said floats in their proper relation, and straps
and keys for connecting said floats to said beams. Eighteen claims.

1,019.434. FLOATING DRY-DOCK. WILLIAM THOMAS DON-
ELLY, OF BROOKLYN, N. Y.

Claim 1.—In a floating dry dock, heavy solid buoyant means formed
of wood and located in the top of the wings normally above the water
line thereof at approximately the greatest degree of submergence of the

penetcaescae et

‘
Be ens Be Se SSE SI I I Ih oI

dock, when under control and thereby normally acting as ballast and
adapted, when control of the dock is lost, to be thereby automatically
submerged and caused to act as buoyancy and prevent the dock from
being entirely submerged. Two claims.

1,019,437. SCREW-PROPELLER. CLARE H. DRAPER, OF
HOPEDALE, MASSACHUSETTS, ASSIGNOR TO C. F. ROPER,
COMPANY, OF HOPEDALE, MASSACHUSETTS, A FIRM.

Claim 2.-—A propeller blade whose working surface has generating lines

~ seas, the head of the ship being to the left.

300

increasing in curvature from the leading to the following edge, said gen-
erating lines being tangent to radii at the periphery of the hub and for-
ward of such radii throughout their length. Three claims.

1,019,226. HATCH-FASTENER. WILLIAM CRAIGIE, OF GODE-
RICH, ONTARIO, CANADA, ASSIGNOR OF ONE-SIXTH TO WIL-
LIAM MARLTON AND ONE-SIXTH TO WILLIAM WALLACE,
BOTH OF GODERICH, CANADA.

Claim 1.—The combination with the hatch cover, coaming and _tar-
paulin, of a bracket arm secured to the coaming, a hook-shaped clamp
pivoted to one side of the bracket arm having a suitable upper end de-
signed to hook over the edge of the hatch cover, a cam having a suitable
recess therein to receive the end of an operating lever, said cam being
pivoted to the bracket arm and engaging the hook-shaped clamp, a batten
for holding the canvas. in place and a supplemental cam pivoted to. the
opposite side of the bracket arm to the aforesaid cam and engaging the
batten, said supplemental cam having a recess therein to receive the end
of the operating lever. One claim.

British patents compiled by G, E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

29,078. MARINE ENGINE GOVERNORS. T. JACKSON, NEW
CROSS, AND A. RAMSAY, FOLKESTONE.

This invention relates to governors in which a gravity controlled de-
vice is utilized to control the operation of mechanism for actuating the

throttle valve. The first figure shows the instrument adjusted for head
When the vessel pitches

S Gas SSSSSSy J |
ESN SS SSS i | A
: H eu
Ss |
y t
— | =e 4
! |
|
- =<) N N SA
Nis u
>
) | vaA@

the mercury in the tube flows to the left suddenly and the tube rests
on the other stop, as in the second figure. Air can then enter through
governor valve and reversing valve to the top of the cylinder, the piston
of which operates the throttle. Simultaneously the lower end of the
cylinder is opened to the vacuum of the condenser.

18,633. SHIPSIDE SEA WATER VALVE OR INTAKE.
LIDAY, LIVERPOOL.

By this invention the intake of water is automatically effected when
the valve is opened. A casing is bolted over an orifice cut in the for-
ward part of the ship’s side, on the flat back from the bow, and has a
rearward outlet. The outer side is provided with a hinged- door, the

J. HAL-

hinge at the rear, the door opening outwardly from the ship’s side and
closing flush with it. The spindle of the hinge by which the door is
controlled when operated by hand, has a geared sector engaging a spur
wheel carried by an operating shaft fitted with a hand wheel. In this
way a rapid supply of water may be obtained for any purpose.

135. PROPULSION OF SHIPS AND DHE LIKES I JENSEN,
COPENHAGEN.

By this method the ship is propelled and steered by suction and pres-
sure devices, the distinguishing feature being that the suction pipes,
which are directed towards the fore part of the ship, emerge through the
stern-half of the ship’s bottom and the pressure pipes, which are directed
towards the stern, emerge through the fore-half of the ship’s bottom,
and are so arranged that the position of the ship in relation to the hori-
zontal and in part also the speed of the ship are thereby determined.

INTERNATIONAL MARINE ENGINEERING

JULY, 1912

13,349. SHIP PROPELLER. GEORG ARTHUR SCHLOTTER, OF
DRESDEN, GERMANY, ASSIGNOR TO SCHLOTTER-PROPELLER-
PATENTVERWERTUNGS-GESELLSCHAFT MIT BESCHRANK-
TER HAFTUNG, OF DRESDEN, GERMANY.

Claim 1.—A propeller comprising helicoidal blades the surface of which
is formed by the movement of a generatrix composed of a straight line
of constant length whose end-points move on an outer and inner cylin-
der concentric with the axis of the propeller, said generatrix being
tangential with the inner cylinder and forming with a radius drawn
from its outer end-point to the propeller axis an angle which is equal
to the angle of pitch of the blades. Five claims.

18,402. STOWING AND LOWERING AND RAISING
BOATS. W. J. GREENFIELD, WATERFORD:
Claim.—The apparatus comprises a platform provided with a railway

and placed athwartship on the ship’s deck and free to be rocked on
trunnions to port or to starboard. Side members carry a cage having

SHIPS’

rails and trolleys from which the boats are suspended, and the side mem-
bers and cage of boats can be caused to travel to port or to starboard on
the platform so that the boats may be raised or lowered by tackle.

28,726. PROPELLER CHAMBERS OR TUNNELS FOR SHAL-
LOW-DRAFT VESSELS. A. F. YARROW, BLANFIELD, N. B.

Claim.—Shallow-draft vessels when propelled by screws mounted in
tunnels above the water level are provided with a flap adapted to form
a false roof to the rear part of the tunnel. When the ship is at rest

these flaps rest upon air-tight ledges. In running forward the expelled
water raises the flap, which is balanced by a spring or weight, so that
no power is wasted in forcing the water below the level. In going
astern the flap remains on its ledges and prevents access of air to allow
the fall of the water level.

15,832. MEANS FOR ASCERTAINING
SHIP AT ANY TIME WHEN AFLOAT.
M. S. “NORTHBROOK.”

Claim.—This invention consists in the use of a measuring shell model,
so constructed that it may be filed with some of the water in which the
ship floats and whose volume will be in proportion to the volume dis-
placed by that portion of the ship above a predetermined line. By weigh-
ing the volume of water in the model and translating the weight of the

THE WEIGHT OR A
W. H. WILLIAMS, R. 1.

representative water into actual weight of displacement the weight of
the ship is ascertained. A proportionate mould of the exterior of the
ship between horizontal planes at or near the light and deep load lines
respectively is used and means for indicating the immersion above the
lower plane. The shell model stands on a weighing platform, so that on
filling the shell with water to a depth shown by a gage to correspond
with the actual immersion of the vessel beyond the lower plane the
weight of water actually displaced by the portion of the ship above this
plane can be ascertained. This weighing machine is carried on a plat-
form that can be leveled fore and aft and ’thwartship, and the platform
fixed so that the axes of the shell and ship are parallel.

26,134. SHIP’S SOUNDING APPARATUS. A. I. GARCIA,
NAVAL. CAPTAIN, LONDON. (A COMMUNICATION FROM J. I.
GARCIA, NAVY OFFICER, BUENOS AIRES.) i

Claim—This is an apparatus in which a feeler bar is mounted so that
it may turn horizontally and vertically near the center of the keel with
which it is held normally parallel by a chain wound on a drum. When
in use the bar is lowered until it makes an angle of 55 degress with the
keel. Should the ship run over ground less than 30 feet below the sur-
face the bar is raised and allows a light rod to rise correspondingly and
indicate on a scale the depth of water below the keel. A sliding con-
tact rests above the rod and may be set for any depth indicated by the
bar, so that when the rod touches the contact an electric alarm is rung.

International Marine Engineering

Ns ’

3 S|

Wae Hamburg“{mericanj/Company’s New 50,000-Ton Liner

re. get

Although the construction of the Hamburg-American liner
Imperator was begun at the Vulcan Shipbuilding Works,
Hamburg, over two years ago, very little information was
made public at that time regarding the details of this mag-
nificent steamship. She was known as the biggest ship then
projected, and the natural inference has been that she would
be designed to provide every modern device for safety, com-
fort and luxury, as has been the aim in the company’s previous

The hull is fitted with a cellular double bottom extending
for nearly the whole length of the vessel. The dimensions
of the tank itself are 767 feet 6 inches length, 85 feet width,
6 feet depth, giving a cubic capacity of 291,000 gallons. The
hull is divided into watertight compartments by both trans-
verse and longitudinal bulkheads. There are twelve trans-
verse bulkheads, those amidships extending from the double
bottom to a height of 50 feet, or for a distance well above the

VULCAN-Werr tN

ah tek

j Wile

LAUNCH OF THE IMPERATOR

vessels. At the time of the launching of the vessel in May
last, when she was christened by the Kaiser, many of the
important details regarding the construction and equipment
of the vessel were made known, and we are indebted to the
owners for the following particulars:

The length of the vessel is 900 feet, the beam 96 feet and
the depth 62 feet. The boat deck is 100 feet from the keel,
and the trucks of the masts rise to a height of 246 feet above
the keel. Three funnels are installed, each 69 feet long of
oval shape, measuring 29 feet by 18 feet.

waterline. Towards the bow, the bulkheads run up to a
greater height, and the forward collision bulkhead extends to
the first deck. Longitudinal bulkheads are fitted in the boiler
space to form wing bunkers, and also in the forward engine
room, where the wing compartments are used for auxiliaries.
In the after engine room there is a single longitudinal bulk-
head on the center line of the ship, the cargo holds, both for-
ward and aft, of course, extending across the full width of
the ship. In the bulkheads there are in all thirty-six water-
tight doors, which are fitted with an automatic closing system

302

operated by the use of electric and pneumatic power, enabling
complete control of all the doors from the navigating bridge,
or the doors may be controlled individually at their separate
locations.

Only a general statement has as yet been made regarding
the machinery arrangement of the vessel. The main engines
are Parsons turbines of 70,000 horsepower, operating four
propellers, which are designed to give the ship a speed of
22% knots. The propeller shafts are 18 inches diameter,
with four-bladed propellers of Turbadium bronze, 16 feet
5 inches diameter. Some idea of the size of the turbines can
be gained from the illustrations and from the fact that the
low-pressure rotors weigh 135 tons. The outer casing in-
closing these rotors is 25 feet long and 18 feet wide.

The arrangement of passenger accommodations in the
Imperator are in keeping with the modern tendency to elimi-

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

on the Hamburg-American steamers America and Kaiserin
Auguste Victoria, will be found on the Imperator. Besides
this there will be a ball room for concerts, entertainments,
dances, etc., a very complete gymnasium and small shops to
meet the needs of the passengers. y

A large amount of deck space in first-cabin quarters is set
aside for promenade decks. The upper promenade deck is in-
closed at the front and along two-thirds of the length on each
side by heavy plate-glass windows for protection in stormy
weather,

Anti-rolling tanks, built according to the Frahm system,
are installed to reduce the rolling of the ship. Lifeboats and
liferafts will be provided sufficient to accommodate all on
board. A gyroscopic compass will be used, and the ship will
be fitted with submarine signals and a powerful wireless outfit.

Electric current for lights and power purposes on board

IMPERATOR’S TURBINES UNDER CONSTRUCTION IN THE VULCAN SHOPS

nate the cramped quarters which were formerly found on
shipboard. The size of staterooms and of public saloons has
been increased. In the first class staterooms the old-time
built-in berths have been replaced by metal bedsteads, and a
large number of single-berth rooms have been provided.
Similar arrangements have been made in the second class
accommodations, and the whole arrangement will very
strongly resemble the accommodations to be found in first
class hotels on shore. All the rooms will be provided with
electric connections for lighting, heating, ventilation, call
bells, etc. Supplementary to the steam heating system elec-
tric heaters will be provided, and a complete artificial venti-
lating system is installed which provides for excellent air
circulation according to the requirements of each room.
Besides the large main stairways between decks, electric ele-
vators provide communication through five decks. The Ritz-
Carlton and Veranda café features, which were brought out

the ship are provided by five turbo-generators of 2,000
amperes and t10 volts. An additional generator of 100
amperes capacity is placed above the waterline to provide
current for lighting in case the main electric plant ‘is ‘dis-
abled by flooding of the dynamo compartment. It is expected
that all minor repairs will be carried out on board the ship,
for which purpose a completely fitted machine shop has been
located in the forward engine room, the equipment consisting
of lathes, drills, planers and a full equipment of small tools.

The steam fire-fighting apparatus is of the latest and most
approved type. In addition, hand extinguishers are con-
veniently placed throughout the ship. Powerful pumps will
always be ready for immediate use. As a special protection
against fire a number of smoke bulkheads have been con-
structed in the passenger decks.

Not only will every practical mechanical device be installed,
but every possible facility for their use by the crew has been

AUGUST, 1912 INTERNATIONAL MARINE ENGINEERING 303

THE IMPERATOR AS THE VESSEL WILL APPEAR WHEN COMPLETED

304.

provided for. Station bells, locating the number and position
of each man on board, from the captain down to the last
trimmer, no matter what the occasion or stress, will assemble
the crew into a completely organized force, able to control
any situation. Frequent drills will enable familiarity and
breed confidence in this most valuable human factor. Fire
and boat drills will be held frequently. At night, and during
fog, all watertight doors will be closed. The living quarters
of the officers and crew are so arranged and placed that each

RUDDER POST OF THE IMPERATOR

man will be near to his work, so that even’in off-duty periods
prompt response to all calls can be made,. y

The question has, been raised whether the development of
such gigantic structures is justified by the needs of the
world’s commercial requirements and<not merely to justify
their projector’s desire to excel and to have an advantage
over competitors. Certain it is that the safety of ocean travel
is not diminished by the construction of ships of large dimen-
sions, but, on the contrary, it is greatly increased. Professor
Pagel, of the Germanic Lloyd, states that safety of travel at
sea increases with the size of the ships. He demonstrates in
detail why the stability and reserve buoyancy of the large
ship exceed those of the smaller vessel. The ability of the
large ship to withstand the effects of sea and wind is well
known. The extreme steadiness of the large ship, even in a
rough sea, has been looked upon as a boon by those pas-
sengers susceptible to seasickness. But the most vital con-
sideration in reference to construction, materials and methods
of insuring safety, as laid down by the highest authorities,
such as the Germanic Lloyd’s, the immigration authorities
and other bodies, is as thoroughly and conscientiously ap-
plied in the large vessel as in her small sisters, with the ad-
ditional advantage that in the larger vessel these measures for
safety can be carried out in a stronger and even more satis-
factory way.

INTERNATIONAL MARINE ENGINEERING

AUGUST, I9I2

Relation of Units Horsepower and Kilowatt *

There was, before 1911, no precise definition of the horse-
power that was generally accepted and authoritative, and dif-
ferent equivalents of this unit in watts are given by various
books. The most frequently used equivalent in watts, both in
the United States and England, has been the round number,
746 watts, and in 1911 the American Institute of Electrical
Engineers adopted this as the exact value of the horsepower.
It is obviously desirable that a unit of power should not vary
from place to place, and the horsepower thus defined as a
fixed number of watts does indeed represent the same rate of
work at all places. Inasmuch as the “pound” weight, as a
unit of force, varies in values as g, the acceleration of gravity,
varies, the number of foct-pounds per second in a horsepower
accordingly varies with the latitude and altitude. It is equal
to 550 foot-pounds per second at 50 degrees latitude and sea
-evel, approximately the location of London, where the original
experiments were made by James Watt to determine the mag-
nitude of the horsepower.

The “Continental horsepower,” which is used on the con-
tinent of Europe, differs from the English and American
horsepower by more than I percent, its usual equivalent in
watts being 736. This difference is historically due to the
confusion existing in weights and measures about a hundred
years ago. After the metric system had come into use in
Europe the various values of the horsepower in terms of local
feet and pounds were reduced to metric units, and were
rounded off to 75 kilogram-meters per second, although the
original English value was equivalent to 76.041 kilogram-
meters per second. Since a unit of power should. represent
the same rate of work at all places, the “Continental horse-

ONE OF THE IMPERATOR’S LOW-PRESSURE ROTORS ~

power” is best defined as 736 watts; this is equivalent to 75
kilogram-meters per second at latitude 52 degrees 30 minutes,
or Berlin. The circular gives tables showing the variations
with latitude and altitude of the number of foot-pounds per
second and of kilogram-meters per second in the two different
horsepowers.

These values, 746 and 736 watts, were adopted as early as
1873 by a committee of the British Association for the Ad-
vancement of Science. The value, 0.746 kilowatt, will be used
in future publications of the Bureau of Standards as the
exact equivalent of the English and American horsepower.

*Abstract of Circular of the Bureau of Standards No. 34, Washington,
1D), (Ch, Jtine il, igi,

AuGuSsS?, 1912

It is recognized, however, that modern engineering practice
is constantly tending away from the horsepower and toward
the kilowatt. The Bureau of Standards of the Department
of Commerce and Labor and the Standards Committee of the
American Institute of Electrical Engineers recommend the
kilowatt for use generally instead of the horsepower as the
unit of power. ;

Marine Engineering Development

Probably never before in the history of engineering have
so many and diverse proposals been engaging the serious study
of experts for increasing efficiency and economy in marine
engineering, and that the problem of ship propulsion is on the

INTERNATIONAL MARINE

ENGINEERING 305
Mr. A. C. Holzapfel, who has devoted much labor and money
to the solution of the problem, writes: “The suction gas
engine and jplant in their present form are capable of vast
improvement as regards marine work, but the possibilities of
this type of prime mover are such as to deserve the careful
consideration of all marine engineers.”

Mr. E. Hall-Brown, the president of the Institution of
Engineers and Shipbuilders in Scotland, has great faith in
the marine steam engine, for he writes: “The author is a
firm believer in the future of the internal-combustion engine,
both on sea and land. He is not, however, convinced that
the final development will be along the present lines. As
regards reliability, ease in adjustment and simplicity in
manipulation, the marine steam engine is yet without a rival.

TESTING ONE OF THE IMPERATOR’S TURBINES AT THE BUILDER’S WORKS

eve of great devolpments seems certain. In the recently-
issued International Number of The Shipbuilder some cf the
greatest living British and foreign experts have been ex-
pressing their views, and these are briefly summarized below.

Dr. Rudolf Diesel, the eminent German scientist and engi-
neer, whose name will always be associated with the internal-
combustion engine, writes: ‘With regard to marine engines,
it is unquestionable that one of the greatest evolutions of
modern industry will be connected with the development of
the Diesel oil engine, and Great Britain, as the greatest
shipping nation of the world, will derive the greatest advan-
tage from it.”

Mr. D. M. Shannon, a well-known British expert, looks still
further than his German contemporary, and remarks: ‘‘Oil-
engine workers recognize that the piston engine is only a
temporary solution of the problem of internal-combustion
engines, and that a reversion to the turbine principle will be
the natural outcome of the inherent limitations and disad-
vantages of the reciprocating form of motor.”

Advocating another form of internal-combustion engine,

If to these advantages be added increased economy, such as
he believes possible of attainment, it is doubtful if any
internal-combustion engine yet proposed will take its place
in ordinary merchant vessels.”

Sir Charles A. Parsons, the inventor of the marine steam
turbine bearing his name, advocates the claims of the geared
turbine, remarking: “Apart from the adoption of super-
heated steam or the burning of oil fuel in the boilers from
which further advantages would be secured, the author esti-
mates that the saving of 15 percent in coal consumption,
which can be effected by the adoption of geared turbines in-
stead of reciprocating engines, means, in the case of a cargo
steamer carrying 8,500 tons deadweight and steaming 10%
knots on service, a gain to the shipowner in the neighbor-
hood of $9,740 (£2,000) per annum.”

Finally, Mr. Harold E. Yarrow, the brilliant young Clyde
shipbuilder and engineer, draws attention to the improvement
in economy of from 8 to 10 percent when using 100 degrees
F. of superheat, and from 11 to 13 percent when using 150
degrees F. of superheat.

300

INTERNATIONAL MARINE ENGINEERING

AUGUST, I912

Liquid Fuel Measurement on Oil-Burning Steamships—I

BY HOWARD (€, TOWLE

The rapidly increasing use of liquid fuel in naval, merchant
and pleasure vessels calls attention to the possibility of the
owner and the engineer knowing, with considerable accuracy,
the fuel consumption of such vessels, without the trouble and
errors that persistently appear in ordinary service measure-
ments of fuel economy in coal-burning power installations.
The difficulty of obtaining accurate results, and the expense
for the necessary additional labor and superintendence in the
fireroom, when making coal-burnings tests, are such that the
majority of owners are of necessity contented with figures
for fuel economy deduced from more or less exact guesses
made by the engineer at the amount of coal consumed and
the power developed. It is unfortunately true that these ap-
proximations are made in many cases with prejudice, since
it is realized that the total consumption that is reported must

[74
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be in reasonable agreement with the amount of coal pur-
chased to avoid an unpleasant interview with the manager.

These difficulties are easily avoided in a vessel using liquid
fuel, for after a liquid fuel tank is once carefully measured
and the capacity properly calculated and recorded for future
use, the only requirement for obtaining a reliable record of
the fuel consumption is reasonable accuracy on the part of
the vessel’s engineers in making the necessary measurements.
These measurements should include the depth or ullage of the
fuel in the tanks, and specific gravity and the temperature of
the fuel, and in some vessels the draft of the vessel forward
and aft, and the list of the vessel to starboard or port.

Since the measurement of the depth of the fuel in the tanks
and the recording of the corresponding capacity must be made
many times during the life of the vessel, it is evident that
these operations should be made as simple and as free from
chance of error as is consistent with accurate results. This
should be done, even though the work involved in the first
measurement of the capacity and in the preparation of capa-
city scales or diagrams is considerably increased to obtain that
result, since this work is required but once.

There are two methods of measuring the depth of liquid
in a tank in common use at present, namely, the sounding rod,
used for measuring the distance from the surface of the liquid
to the bottom of the tank, and the ullage stick or rod, used in
measuring the distance from the surface of the liquid to the
top of the tank.

The sounding rod as it is ordinarily used, while sufficiently
accurate for the measurement of water ballast or other liquids
of which only the approximate quantity is wanted, has sev-
eral serious faults which render it unsuitable for the accurate
measurement of liquid fuel. The most common trouble is the
fact that sediment, dirt or other foreign substances may accu-
mulate at the bottom of the sounding-tube and make the read-

ings inaccurate and variable from time to time. A similar

trouble, but one which applies to the construction of the
capacity scales and not to the operation on board the vessel,
is the difficulty of making a correct allowance for the depth -
or thickness of any cement used under the end of the sound-
ing pipe. In the better class of work, however, cement is
never used in the oil tanks.

Although the varieties of sounding rods are legion, perhaps
the most common type is made from flat iron about ¥% inch
by 54 inch, with joints at short intervals, by means of which
it may be folded so as to be easily stowed away in a small
space. These joints also make the rod sufficiently flexible to
pass around bends which are unfortunately sometimes placed
in sounding pipes. As sounding pipes are usually made from
14-inch standard pipe, it is always possible, and indeed prob-
able, that careless use of the small, short section sounding

rod will indicate a greater depth of liquid than actually exists,
because the excessive clearance between the rod and the pipe
allows the rod to shorten up under its own weight. This will
be clearly seen by reference to Fig. 1, which shows the lower
end of the sounding rod which has come in contact with the
bottom of the tank.

Another fault, already suggested in the last paragraph, and
which is of more common occurrence than it should be, is to
place bends in the sounding pipe in order to clear obstructions
that prevent a direct lead to the deepest part of the tank. It
is evident that the difference in direction of the part above
and the part below the bend will produce a difference in the
rate of vertical travel of the rod as it is lowered into the |
sounding pipe, which will result in soundings exceeding the
true vertical depth of the liquid. In approximate scales for
capacity this change of rate could be allowed for, but for the
best and most accurate work it is better to have all pipes
straight.

Fig. 2 shows another source of error, this particular case
occurring on a recently completed Government vessel. The
rod here lands against the sloping side of the vessel and will
seldom stop its downward course at the same point. Evi-
dently the designer considered it more important to indicate
the presence of the last drop of liquid than to have the
soundings accurate.

It may be objected that these sources of error are of no
great influence in the total capacity, and such indeed might

397

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be the case if a tank had small horizontal dimensions com-
bined with considerable depth. But in the tank of ordinary
proportions the error from this source may be important. The
settling tank is the most convenient place in which to measure
the consumption of oil for short periods of time, and in such
tank the error in capacity due to only % inch error in the
sounding has been known to exceed four percent of the
amount of fuel oil in the tank at the time the soundings were
made—enough to materially affect the figures for fuel
economy.

The second method of measurement in common use, by
“ullage,” is used almost exclusively by the owners of vessels
used for transporting oil in bulk; and as it is customary to
check all receipts and deliveries of the oil by this method, its
continued use is good evidence of its superior accuracy.

In using this method, recent practice is to place a small
hand-hole as near to the center of the tank as possible, the
opening being provided with an oil-tight cover which is se-
cured so as to be readily opened hy the removal of a toggle
pin. No sounding pipe is fitted (though there should be one
fitted, for reasons that will appear later), and measurements
are always taken from the top edge of the handhole rim to
the surface of the liquid. This distance is known to those
in the oil carrying trade as the “ullage” of the tank.

It is evident, upon comparing this method of measurement
with the first, that the measurements are less liable to be in
error (even when made by unskilled men), for the following
reasons:

(a) There is no possibility of foreign substances, sediment,
or cement affecting either the ullage measurement or the
capacity calculations.

(b) There is no chance of error because of knuckles in the
sounding pipe.

(d) The thickness of the tank top plating and the depth of
the handhole rim are quite easily measured and can be ac-
curately allowed for in making the capacity scales or diagrams.

(e) Capacity scales, made to read ullage depths, are used
and understood as easily as those made to suit soundings.

Granting, then, that by the ullage method of measurement
the amount of oil can be accurately determined, there remain
four other measurements which for some vessels must be in-
cluded in the engineer’s reports, namely, draft of the vessel for-
ward and aft, the list of the ship and whether to starboard or
port, the temperature of the liquid fuel, and also the specific
or Baumé gravity of the liquid fuel. These will be consid-
ered in the order given.

Where the tanks used for measuring the fuel are short in
proportion to the length of the vessel, the draft carefully read
by eye from the draft marks is sufficiently accurate for all
practical purposes. When, however, the tank is relatively long,
or extreme accuracy is for any reason desirable, internal draft
gages should be fitted to make exact draft readings possible.
These gages are made of a glass tube or tubes of sufficient
length to cover the range of the draft of the vessel, open at
the upper end to the air and connected to the sea at the lower
end through a valve which serves to shut off the connection
when the tube is not in use, and also to check the motion of
the water in the tube, due to the influence of the waves, by
partially closing the valve and so wire-drawing the flow of
water. A drain-cock is fitted to clear the gage of water after
it has been in use, and also to allow a flow of water to be
maintained through the pipe before readings are taken so that
the water in the pipe will be of the same temperature and
specific gravity as the sea water at the time the draft readings
are taken. A scale, carefully graduated to read heights above
the bottom of the keel is permanently secured alongside the

INTERNATIONAL MARINE ENGINEERING

399

glass tube so that the draft of the vessel may be read without
the use of a rule.

The list of the ship to starboard or to port should be read
from the ship’s clinometer in vessels where the sounding tube
is not on the center-line of the tank, or the tank or tanks used
for measuring the fuel consumption are not symmetrical about
their center-lines.

As all liquids expand or contract with changes in tempera-
ture, any attempt to obtain accurate records of fuel oil con-
sumption must include a record of the temperature. In bulk
oil cargo vessels it is usual to furnish the ship with a thermo-
meter which is known to be accurate, and when the tempera-
ture of the oil is required it is lowered by means of.a cord or
wire, through the handhole, to a position approximately at the
center of the volume of the oil. It is allowed to remain there
sufficiently long for it to reach the same temperature as the
oil, and the reading is taken immediately upon its withdrawal.
When the tank is deep and the heavier portion of the oil grav-
itates toward the bottom of the tank, or when extremely ac-
curate results are desired, the thermometer should be secured
within a large weighted bottle, fitted with a stopper which can
be pulled out by a separate line after. the bottle is lowered in
the tank. If the bottle is rapidly drawn to the surface the
sample of oil contained can be tested for specific gravity and
the temperature determined at the same time. In a deep tank
this information should be obtained for at least three different
depths, the bottom, the middle and the top of the tank and
the average taken for use in obtaining the amount of oil in the
tank.

Nearly all large sales and purchases of fuel oil are for ja
specified volume, either barrels (at 42 gallons per barrel) or
gallons, at a temperature of 60 degrees Fahrenheit, and there-
fore it is customary to correct all measured capacities to the
standard temperature of 60 degrees Fahrenheit to render
direct comparison of different vessels, or of the same vessel
at different times, possible. The rate of expansion, commonly
expressed as a coefficient of expansion for one degree, varies
with the specific gravity of the oil, but a rate of 1 percent
for every twenty degrees Fahrenheit change in temperature
(coefficient 0.0005) may be taken as a good average for any
oil commonly used for fuel oil.

For an intelligent analysis of the results of the fuel it is
necessary to know the grade of the oil used. The grade is
usually recognized by the color, smell, specific gravity, flash
and firing points of the oil used, but for fuel oil the only prop-
erty that is ordinarily used is the specific gravity. This is
usually given in degrees on the Baumé scale, the hydrometer
in common use for this purpose being graduated to that scale.

The equivalent specific gravity, Baumé gravity, weight per
cubic foot, cubic feet per ton, weight per U. S. gallon (231
cubic inches), and U. S. gallons per ton are given in the tables
(see pages 307 and 308), throughout the range of values re-
quired for oils that are used for fuel oil.

(To be concluded)

At a meeting of the Committee of Manufacturers on
Standardization of Fittings and Valves, held in New York,
July 10, the “Manufacturers’” 1912 Schedule of Flanged
Fittings and Flanges was adopted, to take effect Oct. 1, 1912.
There was practically no opposition among the manufacturers
present to the adoption of this schedule, but one vote being
recorded against it. Copies of this schedule will be printed
and distributed to the manufacturers and the trade generally
as soon as possible. New list prices for brass and iron body
swing check valves, standard and extra heavy, were adopted
at this meeting, to take effect Oct. I, 1912, copies of which
will be printed and distributed to the trade as promptly as
possible.

310

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

A Combined Salvage and Testing Dock for Submarine Boats

The Italian Government, within the past few months, has
added a novel auxiliary to its naval facilities. This is a com-
bined salvage and testing dock for under-water boats. The
primary purpose of the apparatus is to provide a safe and
flexible means for trying out submarines under circumstances
duplicating the stresses of deep submergence without actually
sinking the boats to depths of corresponding hydrostatic pres-
sure. This means that the subaqueous vessel can be tested at
any conyenient place—preferably the building yard—instead
of taking her to some out-of-the-way part of the coast, per-
haps exposed, for the purpose of finding water deep enough
for actual submergence so many feet down. In the very deep
trials for hull strength, generally no one goes down in the
boats, and much information could be obtained were inspec-
tors aboard at that time. However, as things are, the element

ROBERT G

SKERRETT

with the dock in a state to test a submarine under pressure—
the space around the submarine being flooded.

The general arrangement of the dock is quite simple, and
one cannot help but marvel at the delay in its development,
remembering as we do the number of accidents which resulted
fatally because of insufficient structural strength. The test-
ing dock consists fundamentally of a cylindrical steel body
or tube of such strength that it can endure safely a bursting
pressure exerted by contained water equivalent to a sea pres-
sure at a depth of more than 300 feet. This tubular body is
permanently closed at one end, and at the other there is a re-
movable caisson or stopper which closes the opening through
which a submarine may enter or leave the dock. The inside
of the tube has a series of rails upon which can be laid keel
blocks to support the vessel undergoing test, and other blocks

LAUNCH OF THE LAURENTI SALVAGE AND TESTING DOCK AT SPEZIA

of risk seems to be too great to warrant the hazard of human
life, and yet the safety of the crew later on may hinge on
the very data which are now not attainable as the tests are
ordinarily conducted. The existing facilities employed in this
work here are not flexible enough to lend themselves readily
to a secure and speedy handling of the submarine when low-
ered to great depths and with examiners on board. «In brief,
this is the general state of the art so far as testing facilities
for under-water boats commonly exist, but fortunately the
special dock just added to the Italian navy promises a revo-
lution and a very material betterment in the dealing with
problems associated with some phases of under-water navi-
gation.

Designs are already prepared for a dock of this sort large
enough to meet the requirements of a subrharine quite 200
feet long and having a displacement of possibly 400 tons or
more. An apparatus of these proportions would have an
overall length of about 235 feet, and, empty, a displacement
of 500 metric tons upon a mean draft of 7 feet. At its deepest
draft, when flooded and submerged sufficiently for the en-
trance of a submarine, the dock would have an average draft
of 17 feet 9 inches. With the dock closed and ready to be
docked itself, with a submarine inside, the mean draft would
be substantially 10 feet. This would be the condition, too,

or chocks secure the boat in position so that she cannot shift
vertically when the cylinder is flooded. The cylinder is sus-
tained by encompassing caissons, which are flooded or drained
as occasion requires in order to sink or raise the dock bodily.
The water entering the tubular structure does so through the
ballast tanks, and is again withdrawn through the same chan-
nels. This simplifies operations and facilitates a nicer control
of the water. When the submarine has been landed, so to
speak, inside of the dock, the movable gate is swung into
position and the cylinder sealed.

In order to subject the submarine to external stress, pres-
sure is applied to the water filling the tube, and surrounding
the submarine, by means of a special steam pump. Gradually
the pump forces the pressure higher. and higher until the de-
sired limit is reached—all the while the boat is really only at
normal surface and lying, perhaps, right at the wharf of the
shipyard; but, even more important than this, observers are
inside the submarine and are able to watch every physical
effect of the crushing pressures exerted upon the hull. The
examiners are in touch by telephone with the operators of the
dock and the pressure pump, and complete co-operation is
thus secured—it being possible to reduce the stresses very
quickly should any serious or dangerous signs of yielding
manifest themselves. The conditions involved in the applica-

AUGUST, 1912

INTERNATIONAL MARINE ENGINEERING 311

ENTRANCE GATE BEING SWUNG TO ONE SIDE PREPARATORY TO ADMITTING SUBMERSIBLE TO DOCK

tion of the Laurenti dock are thus a very happy contrast to
those present at the general function of a deep trial sub-
mergence for hull strength. Besides eliminating a large ele-
ment of guesswork, the Laurenti apparatus makes it possible
to obtain definite and conclusive data which are now denied
by the physical circumstances of testing and the absence of
inspectors during the deep submergence of the submarine. The
time element which bears importantly upon the problem can
be lengthened to any desired period, and the submarine in the
testing dock can be held at a chosen pressure—corresponding
to a given depth—as long as there is any need. All of these
functions can be executed without regard to the state of the
weather and the condition of exposed water, and a maximum
depth of less than 20 feet is sufficient to meet every require-
ment. This is certainly a contrast to going somewhere off the
coast and sending the submarine down 200 feet attached to
the clumsy, slow-working facilities of an ordinary wrecking
derrick. :

There are other things that affect the safety of a submarine
submerged deeply besides the single question of hull strength.

These are the manner of working of the pumps designed to
handle ballast against high external pressures; the sufficiency
of the air system to expel water under similar conditions ;
the water tightness of torpedo tubes, certain stuffing boxes,
and kindred outboard passageways; and, equally vital, the
proper seating and strength of sea valves and allied connec-
tions which may be directly exposed to external pressures.
The Laurenti dock makes it possible to answer all of these
questions completely and satisfactorily. A boat so tested can
be put into service with an assured margin of safety which
would not only mean greater security for her crew, but pos-
sibly a degree of operative efficiency which must now be
largely a matter of speculation in some directions.

We must not forget that submarine navigation has been a
practical and commercial accomplishment of scarcely more
than a term of ten years, and within the last five years tre-
mendous advances have been made. In a large measure much
of this improvement is due to changes in the form of hull—
breaking away fiom the traditional spindle of circular cross-
section. The gradual trend toward’a modified shipshape body,

CLOSING THE ENTRANCE GATE

ENTRANCE END OF DOCK CLOSED

312

so as to get relatively high speeds, both submerged and on the
surface, associated with seaworthiness, has added expense and
structural difficulties in order to obtain the needful unit
strength of section. This has introduced some factor of
doubt, because all of these changes of form are based upon
empirical formule. Now the Laurenti dock gives to the de-
Signer an instrument by which experimental sections can be
submitted to test at small expense, and changes in the weights
of parts and arrangement of the material can be studied
practically at first hand. This obviates the building of an
entire submarine speculatively and deferring knowledge until
after a heavy outlay—knowledge which, when it arrives, may
bring disappointment. In a sense, then, the invention of Major
Cesare Laurenti is a counterpart, in its particular department,
of the advantages to be obtained by the broadly recognized
model experimental basin. It permits the attainment of infor-
mation in advance of construction, which is of prime impor-
tance, and it also reduces the testing of the submarine already
built to a line of scientific procedure which can not fail to
furnish invaluable data.

The dock, as built for the Italian Government, carries its
own power plant, and is furnished with both steam and elec-
tric pumps, the latter being of the centrifugal type and de-
signed to handle the water ballast generally. The dock has
no powers of self-propulsion, and must be towed from place
to place if needed. This would probably be required should
the dock be used for salvage purposes. It has a lifting ca-
pacity of more than 400 tons, and this would be ample to raise
a sunken submarine, enough to carry her into shallow water
or, perhaps, into harbor for dry-docking. The Laurenti dock
is provided with the equipment needful to carry out an oper-
ation of this sort. This gives us a fairly good idea of the
comprehensive capacity and flexibility of application of this
Italian innovation.

The submarine has brought its own problems, and these can
be mastered or met only by providing proper auxiliaries. The
parent ship was the first of these adjuncts, the salvage dock,
pure and simple, was the next, and now we have the com-
posite creation designed by Major Laurenti, which may quite
truly be said to be the present climax of associate equipment.

Latest Clyde-Built Scout Cruiser

The Dublin, recently launched from the Naval Construc-
tion Works of Messrs, William Beardmore & Company, Dal-
muir, is one of three vessels of the “Town” type under con-
struction—the Chatham, launched at Chatham in November
last, and the Southampton, under construction at Clydebank,
are her sister ships. Of the “Scout” class of cruiser twenty-
one vessels have been constructed, and the following shows
the Clyde-built specimens and their gradual development in
size and power:

INTERNATIONAL MARINE ENGINEERING

Feet.| Tons. | H. P. | Knots Builders.
Roresightaeenrancirnrariall | ;
Foeream SOUR Mewes ; 360 | 2,850 | 15,000 | 25.00 | Fairfield.
Glasgow..........:....| 430 | 4,800 | “22,000 | 25.00 | Fairfield.
Gloucester.............| 480 | 4,800 | 22,000 | 25.00 | Beardmore.
Bristole@eea eistinoes 430 | 4,800 | 22,000 | 25.00 | Clydebank.
Falmouth..............| 430 | 5,250 | 22,000 | 24.75 | Beardmore.
Yarmouth..............| 480 | 5,250 | 22,000 | 24.75 | London & Glasgow Co
Dublineegieeconer eto0nimo 400820: 000s m2oRo Beardmore.
Southampton........... 430 5,400 | 25,000 | 25.5 Clydebank.

|The speeds of the completed vessels have been remarkably
good, and in every case the contract has been well exceeded.
The Glasgow attained a speed of 26.7 knots, the Gloucester
26.3, and the Bristol 26.8, while the Falmouth and Yarmouth
were equally successful. In the Bristol and Yarmouth
§Brown-Curtis turbines, with a twin-screw arrangement, were
installed and have proved most economical. The Southamp
ton has a similar installation.,, The others had Parsons tur-

AUGUST, I912

bines and four screws, and this arrangement is adopted in the
Dublin. k

The advancement in displacement from the initial cruisers
of this type has been caused by the increase in armament,
better protection and increase in the radius of action. The
Foresight and Forward mounted fourteen, 12-pounder guns,
had a coal capacity of 380 tons, and an armored deck 1%
inches in thickness. The Dublin mounts eight 6-inch guns
and eight smaller weapons, has a capacity for 1,000 tons of
coal, and, besides having protective deck, has armored protec-
tion on the sides. This departure is the feature of the new
vessels, which in size and power approach first-class cruisers.
The type has not advanced in length, being still about 450 feet,
but their breadth, draft and displacement have been increased
gradually in’ each succeeding naval programme, and in the
Dublin they reach a beam of about 50 feet, with a displace-
ment of 5,500 tons and a draft of 16 feet. The increase of
about 15 percent in displacement has been utilized to improve
the seagoing qualities of the vessels and to provide increased
protection and more powerful armament.

In appearance the new scout vessel resembles the other
cruisers of the “Town” class with four funnels and two
masts. Steam will be supplied by twelve boilers of the Yar-
row type, fitted for liquid fuel as well as for coal. The esti-
mated cost of the Dublin is $1,630,000 (£334,058), and of the
Southampton $1,620,000 (£333,078). The new vessels, of
greater displacement, are being built cheaper than the earlier
and smaller ships. In the vessels of 4,800 tons displacement
the Bristol cost $1,780,000 (£365,000), or $370 (£76) per ton,
the Glasgow $1,730,000 (£355,000), or $360 (£73.9) per ton,
and the Gloucester $1,725,000 (£354,000), or $359 (£73.7) per
ton. In the vessels of 5,250 tons displacement the Falmouth |
cost $1,650,c00 (£337,500), or $314 (£64.3) per ton, and the
Yarmouth $1,724,000 (£353,238), or $328 (£67.28) per ton.
The new vessels show a corresponding decrease. The esti-
mated cost of the Dublin works out at $302 (£61.86) per ton,
and that of the Southampton $301 (£61.68) per ton. This
shows an average reduction of $58.5 (£12) per ton in four
years.

The keel of the Dublin was laid on April 6, 1911. The
average time taken for the construction of ships of this class
is about twenty months. The Dublin should therefore be
commissioned about November,

During the year ended June 30, 1912, there were built in
the United States and officially numbered by the Bureau of
Navigation, 1702 merchant vessels of 243,792 gross tons, com-
pared with 1,208 of 302,158 gross tons for the same period of
1911, showing a loss of 58,366 tons. Of the 35 metal vessels
built on the Great Lakes, the Col. James M. Schoonmaker and
William P. Snyder, Jr., each of 8,603 gross tons, are the
largest on the Lakes. Fourteen others, aggregating 30,029
tons, were built for the Atlantic trade. Over 50,000 gross
tons of sailing vessels were lost at sea during the year, equiva-
lent in tonnage to vessels built of this class for the last three
years.

The returns compiled by Lloyd’s Register of Shipping,
which only take into account vessels the construction of
which has actually begun, show that, excluding warships,
there were 529 vessels of 1,774,040 tons gross under construc-
tion in the United Kingdom at the close of the quarter ended
June 30, 1912. The tonnage now under construction is about
87,000 tons more than that which was in hand at the end of
last quarter, and exceeds by 298,000 tons the tonnage building
in June, ro11, the present figures being the highest ever
recorded in the society’s quarterly returns. The figures for
warship tonnage, 503,003 tons, are also record figures; the

previous highest total of 454,110 tons having been attained in

March, 1900.

OL ide) tS askariees, Lib Ole) bee HI

Aucus?, 1912

INTERNATIONAL MARINE ENGINEERING

323

The New Japanese Battle Cruisers—Launch of the Kongo

IBY 1G (Ch

Four battle cruisers are now being completed for the
Japanese navy, the strategical and tactical qualities governing
the design having been enunciated by the Japanese Navy
Department from experience gained in the Russo-Japanese
war, while it was left to Messrs. Vickers, Ltd., of Barrow-in-
Furness, to embody the stipulated requirements, which in-
cluded the armament, the arrangement of the armament, the
speed and radius of action on the smallest and most economical
ship, alike in respect to first cost and fuel consumption for
all speeds, and the expenses of maintaining the ship in com-
mission.

Three of these battle cruisers are being built in Japan—the
Hiyei at Yokosuka dockyard, the Haruna at Kobe, and the
Kirishima at Nagasaki, while the fourth, the Kongo, is being
constructed by Messrs. Vickers, Ltd., at Barrow-in-Furness,

COLEMAN

to fire all four guns astern in line with, the keel. It is im-
portant to note that the Japanese authorities have considered
it necessary to arrange that four guns should be fired astern.

An important development was also introduced. in con-
nection with the 6-inch guns, which. are of 50 calibers in
length. These are fitted in casemates on the upper deck level.
The advantage achieved in the design of these casemates is
that the guns can be trained through a wide arc. This gen-
eral policy is consistent with the arrangement made since the
war by the Japanese authorities, who have in all cases adopted,
in addition to the primary guns, a large battery of 6-inch
weapons, a quality which has since become general among
all naval powers. The sixteen smaller guns are placed in
convenient positions on the superstructure, in order to com-
mand a high elevation. é

JAPANESE BATTLE CRUISER KONGO IMMEDIATELY AFTER LAUNCHING

The vessels have the following leading dimensions: Length,
704 feet; breadth, 92 feet; draft, 27 feet 6 inches; displace-
ment, 27,500 tons; service speed, 28 knots; maximum coal
capacity, 4,000 tons; oil fuel capacity, 1,000 tons; shaft-
horsepower, 70,000. The armament comprises eight 14-inch,
sixteen 6-inch and sixteen smaller guns, with a considerable
number of submerged broadside torpedo tubes.

It is of, interest to note that the 14-inch gun has been
adopted in these ships for the first time in battle cruisers,
and only after extensive experiments by the Japanese naval
authorities with 12-inch, 13%-inch and 14-inch guns, and due
consideration of the relative advantages of still larger
weapons. The eight 14-inch guns are mounted in pairs in
four barbettes, two of which are located forward and two
aft, all on the center line. These barbettes are arranged, and
the elevation of the guns is fixed, so that four may fire for-
ward and four aft, while all eight may fire on either broad-
side. The guns to the rear of the bow barbette are at a
higher elevation, and in the case of the two after barbettes the
forward pair are at a higher elevation, although, owing to the
relative positions of the one to the other, the difference in
height is not so great as in the forward guns; but, owing to
the absence of any obstruction abaft the guns, it is, possible

Notwithstanding the very powerful armament provided the
armored protection is most effective, particularly against
torpedo attack. Indeed more weight has been allotted to this
than in most ships. The main broadside armor is of special
quality steel, and is equal in thickness to that of any battle
cruiser yet designed, and is carried to the height of the boat
deck, which is continued on the same level as the forecastle,
forming a gun-citadel, into which the 6-inch gun casemates
are worked. The main belt extends considerably below the
waterline, and under this again there is an auxiliary armor
belt extending some distance below the normal armor shelf.
There is a special arrangement of armored bulkheads pro-
tecting the vital parts of the ship; the magazines, for in-
stance, being completely surrotinded with special steel armor.
There is an armored deck at the waterline level, and in ad-
dition to this there is an armored deck closing in the ship
from stem to stern at the level of the top of the side armor.

In the case of the propelling machinery the same idea of
adopting the best practice of the moment has been carried
into effect; the watertube boilers burn oil fuel as well as
coal; the turbines are of the combined impulse and reaction
type, and in the details and in auxiliary engines several in-
teresting improvements have been effected. To ensure safety,

314

the boilers are arranged in eight compartments, four on each
side of a center-line bulkhead, which extends throughout their
entire length, while the coal bunkers are also disposed to
afford protection. Again, the engines—two sets of turbines
on four shafts—are arranged in two compartments, with a
center-line bulkhead between them. The condensers, four in
number, are placed aft of the turbines in two separate rooms,
together with centrifugal pumps and other auxiliaries.

The whole of the arrangements, including those of the steam
and exhaust piping, feed, drain and oil lubrication systems,
are such as to preserve the independence of the port and star-
board sets of machinery, and allow either set to be worked
when all parts of the other are disabled. Thus steam can be
got from any of the eight boiler rooms.

Each set of turbines consists of one high-pressure and one
low-pressure turbine, the former being coupled to the outer

BOW CRADLE ON PORT SIDE

and the latter to the inner line of shafting on each side of
the center line. Both the high and low-pressure astern tur-
bines are incorporated in the after end of the same casings
as the corresponding ahead turbines, and thus all four shafts
are available for astern working. ‘The working steam pressure
at the engines is 205 pounds per square inch.

The high-pressure ahead and astern turbines are, as already
indicated, of the Parsons combined impulse and reaction type,
each being provided with an impulse wheel at the high-
pressure end. Each impulse wheel carries a single stage of
impulse blading, consisting of four rows of rotating blades
The nozzles are ar-
ranged in groups, in such a way that a high initial pressure

with their corresponding guide vanes.

may be maintained when the turbines are working at reduced
powers, as the supply of steam may be shut off from one or
Following the impulse blading
are the usual stages of reaction blades, seven in number in the

more of such nozzle groups.

case of the ahead turbine, while the astern impulse wheel is
succeeded by two short stages of the reaction blading. Great
care was bestowed upon the design of the blading of the im-
pulse stages, and particularly upon the method adopted for
its attachment to the rotors. With the exception of the last
row of moving blades, which are of brass, these blades are of

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

special nickel-coated mild steel, welded onto sectional founda-
tion rings of mild steel. The foundation rings are dovetailed
into grooves on the wheel rim, to which they are fixed by
brass packing calked into one side of the groove. The rotor
drums, spindles, connecting pieces and impulse wheels are
made of forged steel; the rotor wheels are of forged steel of
the arm type.

The combined high-pressure ahead and astern arrangement,
together with the introduction of impulse wheels and a two-
stage cruising element in one casing, necessitated the con-
struction of a turbiné of exceptionally large over-all dimen-
sions. These features constituted a departure from the usual
practice in marine turbines of high power, and it was gen-
erally found necessary to exercise great care in preparing the
detail designs of the rotors and casings, so as to ensure suf-
ficient strength and freedom from distortion under the vary-
ing steaming conditions which will obtain on service.

The two low-pressure turbines are on the reaction principle
throughout. The object kept in view in the general design of
these turbines has been the maintenance of a high economy,
not only at full power but also at the lowest anticipated cruis-
ing powers under service conditions. ;

The turbine and propeller shafting are of forged steel,
bored hollow throughout the whole length of the shaft. Thrust
and adjusting bearings are fitted to each line of shafting.
The screw propellers are four in number, three-bladed, the
material being of manganese bronze, the blades and boss
forming one casting. Complete forced lubrication arrange-
ments are provided for the turbine and plummer-block bear-
ings, the oil being supplied by direct-acting pumps, two of
which are fitted in each of the four engine rooms. The oil is
passed through coolers of thé tubular type, the circulating
water for which is supplied by a direct-acting pump fitted in
each of the four engine rooms.

The four main -condensers fitted, two in each condenser
compartment, are of the Uniflux type, with the tube casings
built up of steel plates and angles. The end covers are of
cast iron, to protect the tubes, etc., from galvanic action.
There are two independent air pumps for each pair of main
condensers, the pumps being of the Dual type, each having
one air and one water barrel. The circulating pumps for the
main condensers are of the centrifugal type, two for each
pair of main condensers. “The pumps are driven by inde-
pendent two-crank engines fitted with forced lubrication.
Two auxiliary condensers, one in each condenser compart-
ment, take the exhaust steam from the auxiliary machinery.
In connection with the auxiliary condensers two air and two
circulating pumps are provided.

In the boiler room there are eight main and eight auxiliary
feed engines of the direct-acting type; the capacity of the
auxiliary feed service is equal to that of the main. There are
four grease extractors in connection with the delivery pipes
of the main air pumps and two for the auxiliary air pump
discharges. Fourteen steam pumping engines are fitted for
fire and bilge purposes and for emptying the double bottoms
of the compartments. Four of these pumps are fitted in the
engine rooms and the remainder in the boiler compartment;
those fitted in the boiler rooms are also capable of being used
in connection with the See ash ejectors, ten of which are
provided.

The thirty-six watertube boilers in the ship are of the
Yarrow large-tube type, arranged to pass the products of
combustion into three funnels. They are loaded to 275 pounds
pressure per square inch, and are arranged to work under
forced draft with closed stokeholds. The boilers are arranged
to burn oil fuel as well as coal; a complete installation of
pumps, heaters, filters and collectors, with all connections,
being provided and fitted complete for this purpose. Electrical
indicators for regulating the firing of the boilers are fitted

T, 1912

7
(—y

TTT

INTERNATIONAL MARINE ENGINEERING

Fa eer RAS A
: ahah tas
eS erteeerseee ramen Seeett

moaeenoene bay

VIEW OF KONGO WITH CRADLE READY FOR LAUNCHING

VIEW OF STERN SHOWING PORT PROPELLERS

AND RUDDER

316 INTERNATIONAL MARINE ENGINEERING

complete in the boiler room, the furnaces being numbered to
correspond with numbers which are periodically displayed on
the indicator dials. Five steam-driven air compressors are
fitted for cleaning the boiler tubes externally by air jet.

The fans for supplying forced draft to the boilers number
thirty-four—thirty-two of the single-breasted and two of the
double-breasted type. They are driven by double-acting steam
engines fitted with forced lubrication. The six evaporators
are worked with steam taken from the steam
service. The two distilling condensers are of the cylindrical
type, capable of condensing all the steam from any four of
the evaporators. All the evaporators are connected so that
any of them can deliver their vapor either to the distiller or
the auxiliary condenser in their own compartment.

While Messrs. Vickers are to be congratulated on having
combined on such a comparatively small displacement. the
satisfactory fighting qualities enumerated alike in regard to
gun power, armament, speed and radius of action, it should
be remembered that the elements of design were, as we have
already explained, laid down by the-Japanese authorities.

The Kongo was launched at Messrs. Vickers’ naval con-
struction works, Barrow-in-Furness, on May 18 last, and the
photographs reproduced illustrate the cruiser in various
stages of construction and after being floated. Not only by
reason of the design of the ship, but also because her launch-
ing weight was greater than that of any war vessel previously
floated, the occasion was vested with considerable interest.

The total launching weight carried on the standing ways
was 13,220 tons, with a mean pressure on the ways of ‘only
1.98 tons per square foot. The ship, it may be noted, has a
length of 704 feet and a beam of 92 feet, and the standing
ways, made for the most part of pitch pine, had a length of
682 feet. The sliding ways, of oak forward and pitch pine
aft, were 538 feet 6 inches long, the ship having an overhang
forward of 74 feet 6 inches, owing to the very fine entry, and
of go feet aft, due to the cut-up of the stern to suit the pro-
pellers and rudders. The keel of the ship had been laid on
a declivity of 16.5/32 inch per foot, and the declivities of the
standing and sliding ways, respectively, were:

auxiliary

Dectiviry oF Ways (in 1/32 INCH Perr Foor)

Standing liding

Ways Ways
Att Tore: pOpp Ctacuracr crisis costae iia caves 12.3 12.3
At center of length of standing ways.. 18.35 17.1
aN bad AKG ee oe teed Ba co onic oc emo 24.4 21.8

The construction of the cradle, both forward and aft, is
well shown in the photographs. The forward is the more
interesting. The practice of securing the heads of poppets
in some form of metal structure—cast, bolted up or riveted
to lie snugly into the form of the ship—has been adopted for
some considerable time. In this case the structure was of
steel plates and angles, with web brackets for stiffening pur-
poses. This structure was not secured in any way to the
ship, but was packed up with timber between the skin plating
and the main plates of the cradle. These plates extended
under the keel between the port and starboard sides of the
cradle. This arrangement not only obviates any possible strain
on the ship’s structure, but, while cradling the ship snugly,
enables the cradle to fall away as soon as the ship is water-
borne.

Consideration was given to ensure as wide a distribution as
possible of the maximum. thrust upon the ways when the stern
began to float. This downward thrust was experienced when
the ship was 220 feet from the end of the seaward ways. In
order that the consequent pressure should be distributed over
the greatest possible length, layers of soft wood (spruce)
were introduced in the lower part of the packing forward.
The location of this packing, and its extent relative to the

AUGUST, I9I2

total area of the sliding ways, were determined with due re-
gard to the pressures which it was calculated would be
exerted at various points forward, owing to the gradual
rising of the stern. The success of this proportioning of area
is established by the fact that there was not the slightest sug-
gestion of heat or firing due to friction on the ways, as is
often the case.

The use of the spruce had the further effect of cushioning
the force exerted on the fore poppets when the stern became
water-borne. This was of consequence, in order to obviate
any excessive stress on the cradle, or indeed on the vessel
itself.

In order that the extent of crushing could be ascertained,
a gage was set up consisting of a wire-rope connection from
the bottom of the sliding ways up to the deck of the ship,
where it passed over a pulley, a weight and recording disk
being arranged. By this means it was ascertained that the
maximum extent of crushing was 6 inches, which was at the
forward end of the cradle. An examination of the spruce
afterwards recovered from the water showed that the per-
manent compression of the material was only 1 inch.

In order to indicate on the launching platform the rise of
the tide, not only on the launching ways but at the Ramsden
dock, through which the vessel had to pass to the fitting-out
berth, there was applied the Gardner-Ferguson patent electric
transmitter, which indicated on a dial on the launching plat-
form the rise of the tide in inches at both points by means
of electric apparatus actuated by floats. Thus those in charge
of the arrangements were able to ascertain when the launch
could take place, which was within three seconds of the antici-
pated time.

The method of releasing the ship followed the practice
established by experience. There were two pairs of dcg-
shores, and in addition three pairs of triggers held in posi-
tion by hydraulic rams; the releasing of the water in the
cylinders enabled the rams to recede and the triggers fell
from the vertical to the horizontal position, thereby unlock-
ing the sliding ways. Two rams were placed under the stem
to assist in the taking out of the keel blocks. Four rams were

located at the head of the standing ways in order that, if

necessary, the sliding ways could be given an impulse. This,
however, was found unnecessary. The ship began to move as
soon as the hydraulic triggers were released, and the time
taken for the first foot of travel was thirteen seconds, and
for the remaining 681 feet forty-five seconds. The maximum
velocity was 2514 feet per second, equal to 15 knots, and this
was when the vessel had traveled through 500 feet.

There was used a simple method of recording the speed at
various points. The instrument used consists of a drum 10
feet in circumference, carrying 3/16-inch log wire 1,200 feet
long, the drum being capable of taking the whole length in
one lap. This drum is mounted by nuts on a screwed spindle,
fixed in bearings on standards with set-pins. As the wire
pays out the drum rotates on the screwed spindle at a speed
exactly corresponding to that of the ship, and at the same time
the drum travels axially along the screwed spindle. For
record purposes there is attached to the winding drum a
cylinder carrying the recording paper. The diameter of the
cylinder is arranged directly proportionately to the diameter
of the paying-out drum, so that one revolution of the record-
ing cylinder represents a given length of travel of the ship.
The instrument is fitted with an electric chronometer, mark-
ing on the paper every half second of time, while a pencil
records the rate of travel of the cylinder. To control the
rotation of the drum there is fitted outside of the nut connec-
tion to the screw a brake, to ensure that the wire is always
taut. This instrument gives the speed throughout the whole
of the travel of the ship.

To bring the ship up when afloat, chain drags were used,

AUGUST, I9I2

there being six sets on each side of the ship, each composed
on an average of about 20 tons, the total weight of drags
being 740 tons. The drags began to take effect after the ship
had left the ways 10 feet, and from this point until the ship
was brought to rest the vessel traveled 220 feet. There were
also two stern anchors in order to assist in swinging the ship
into line with Walney Channel. The strong tide running,
owing to the direction of the wind, caused the ship to swing
quickly. She was ultimately taken in charge by tugs and

INTERNATIONAL MARINE ENGINEERING 317

safely moored under the 150-ton crane at the Buccleuch Dock,
where she will be fitted out.

It may be added that the vessel had, before launching, all
her boilers on board, as well as all the auxiliary machinery,
the only exception being the main turbines and the four con-
densers. A considerable amount of the armor, nearly one-
fourth of it, has been fitted on board, and the location of the
armor was determined in order to give an even keel when
afloat.

Results of Experiments with a Watertube Boiler, with
Special Reference to Superheating™

BY HAROLD E. YARROW

The objections which have hitherto been raised to super-
heating for marine work are:

(1) Owing to the dryness of the steam, oil for the internal
lubrication in recoprocating engines becomes a necessity, and
the oil, finding its way into the boiler, leads to trouble.

(2) The probability of burning the superheater when the
passage of the steam through it is suddenly reduced or
stopped.

By the introduction of turbines the difficulty of lubrication
does not occur, and with regard to burning the superheater
tubes the arrangement we adopt avoids this risk.

The boiler with which these tests were made was of the
Yarrow type, and was fitted up in our experimental shop,
which is equipped with the necessary plant for making very
complete tests. Throughout the experiments oil fuel only was
used, and as it is possible with oil to maintain steady and
uniform working conditions, very accurate results were ob-
tained, which would not have been possible with coal, in
which case irregularity of stoking and other sources of dis-
crepancy occur. During the experiments careful records were
taken of the oil consumed, the water evaporated, steam pres-
sure, temperature of the superheated steam, and the tem-
perature of the gases at various points during their passage
past the boiler tubes.

As is well known, superheating is very largely adopted in
land installations, and in locomotives it is being rapidly in-
troduced. From information kindly given us by the loco-
motive superintendents of the main railway lines in this
country, it appears that the economy realized in locomotives
due to superheating averages fully 20 percent in fuel con-
sumption, and rather more in water consumption. It may
perhaps surprise many marine engineers to know that on the
Great Western Railway alone no fewer than 500 locomotives
are now running fitted with superheaters. Taking the average
of several land turbine installations, there is found by super-
heating to 100 degrees F. to be a saving in consumption of
fuel of from 8 to Io percent, and in steam consumption from
10 to 12 percent. The reduction in steam consumption is
specially important for marine work, as it enables a reduction
to be made in the size and weight of the condensers, air
pumps, circulating pumps and feed pumps, and probably of
the distilling plant. Independent of the gain directly due to
superheating, the risk of water passing into the turbine from
any cause whatever is reduced, and the fear of damage in
consequence of water causing the stripping or cutting of the
blades is diminished, and any additional cost of up-keep of the
superheater will doubtless be fully balanced by the diminished

* Read before the Institution of Naval Architects, March, 1912.

risk of injury to the turbine blades by the action of water
when using saturated steam.

Turning now to the design of the boiler and superheater
with which the various experiments were carried out, I beg
reference to Fig. I, which shows a cross section of the
boiler, and it will be seen that it consists of a top steam col-
lector, as usual, and two lower water pockets. On the left-
hand side the superheater is shown, and it will be observed
that on this side of the boiler there are fewer rows of gen-
erator tubes than on the other side, where there is no super-
heater, it being thought desirable that the total heating sur-
face and the resistance to the gases on both sides of the
boiler should be approximately the same. The total heating
surface of the boiler was 6,700 square feet, of which 1,265
square feet consisted of superheating surface; the total heat-
ing surface on the superheater side of the boiler was 3,453
square feet, and on the other side 3,247 square feet.

The superheater consisted of a number of “U” tubes ex-
panded into two longitudinal collectors, small doors being
fitted so that access could be obtained to the tubes when re-

quired. The leading feature of the arrangement is that the

superheater is placed on one side of the boiler only, and a
damper is fitted in the up-take on the same side, as shown on
the diagram. If this damper is closed the whole of the gases
are deflected towards the opposite side of the boiler, and no
heated gases pass the superheater, the object being that if
the main engines should be suddenly eased or stopped, or
when raising steam, the superheater may be shut off, so as to
prevent the tubes being damaged, or the steam being super-
heated to an excessive extent, owing to there not being
sufficient circulation of steam. In this way one objection to
the introduction of superheating for marine installations is
overcome.

A further advantage of this arrangement is that when the
consumption of steam is suddenly reduced or stopped, not
only does the damper prevent the superheater tubes from
being burnt, but it also greatly diminishes the output of the
boiler at the time when a reduced supply of steam is wanted,
because only about one-half of the heating surface comes into
contact with the hot gases. To avoid the possibility of the
damper getting distorted through over-heating, it is provided
with a hollow spindle, to which air is admitted, and which
passes from thence between the two plates of the damper,
escaping at the edge, and thus keeping the damper cool. This -
arrangement of damper has proved thoroughly successful
under the most trying conditions.

In order to carefully measure the temperature of the super-
heated steam and of the gases, a complete installation of
thermometers and pyrometers was fitted to the boiler, and

TRIALS WITH DAMPER SHUT

. { Large Nest of Generator Tubes = 3,247 square feet
Heating surface- Small Nest of Generator Tubes = 2,188 square feet }§,709 square feet total.
Superheater f

= 1,265 square feet

218 INTERNATIONAL MARINE ENGINEERING AUGUST, 1912
TABLE A
TRIALS WITH DAMPER OPEN
Large Nest of Generator Tubes = 3,247 square feet
Heating surface Small Nest of Generator Tubes = 2,188 square feet ‘6,700 square feet total.
Superheater = 1,265 square feet
On these trials the heating surface is taken as the total heating surface of 6,700 square feet.
| From and at 212 Temperature of Uptake,
| | Degrees Fahrenheit. Pounds | Temperature Degrees Fahrenheit.
| of Oil Between
Steam | Pounds Pounds Fuel | Temperature Small
Pressure | Superheat | Air fo) of Oil Pounds of Burnt | of Feed Nests of
Pounds _in | Pressure, Water Fuel Pounds of Water per Square | Water, Generator : Above
per | Degrees | Inches | Evaporated Burnt Water Evaporated Foot of | Degrees Tubes Above Large
Square | Fahrenheit. | of Water. | per per Evaporated | per Square Heating | Fahrenheit. | and Super- Super- Nest of
Inch. | Hour. Hour per Pound Foot of Surface | heater, heater. Generator
of Oil Heating per Hour. | Degrees Tubes.
| | per Hour. Surface Fahrenheit. |
| | | per Hour. |
a = x jee See) hes
242. 93.5 5.0 | 94,659 | 8,286 14.6 18.0 1.237 58.0 1,121 828 887
24300) 93.0 3.16 76,021 6,454 15.0 14.4 9635 CB.5 | 926 698 727
243.7 | 82.5 2.44 68,387 5,695 15.2 12.9 | 850 633.85 | 903 685 688
242.8 | 61.1 Le 46,041 3,630 15.9 8.6 | 542 64.0 647 536 551
241.8 31.0 .998 20,059 =| 1,540 16.1 Bal || . 230 62.2 481 432 448
242.2 20.75 625 8,478 649 16.1 1 | 096 63.5 465 409 416
TABLE B

On these trials the heating surface of boiler is taken as heating surface of Large Nest of Generator Tubes = 3,247 square feet.

| |
| | From and at 212 Degrees Fahrenheit
Cas = Pounds of Oil Temperature Temperature of
I : Pounds of Oil | Fuel Burnt per of Uptakes, Degrees
Steam Pressure, Air Pressure, Pounds of Water | Fuel Burnt | Pounds of Water | Pounds of Water | Square Foot of Feed Water, Fahrenheit above
Pounds per Inches of Evaporated per Hour. Evaporated Evaporated per | Heating Surface Degrees Large Nest of
Square Inch. Water. per Hour. per Pound Square Foot per Hour. Fahrenheit. Generator Tubes.
| | of Oil of Heating
| | per Hour Surface per Hour.
} | |
242.0 4.85 68,648 6,287 13.25 25.66 1.936 61.0 913
242.25 3.97 | 57,693 | 5,065 13.84 21.6 1.56 60.0 843
242.4 2.491 | 44,050 3,504 15.3 16.5 1.09 60.3 673
242.5 1.46 | 31,481 | 2,473 15.4 11.75 76 63.5 603
we have to thank the director of the National Physical
Laboratory, Dr. Glazebrook, and also Dr. Harker, for the
. Table C.

assistance which they kindly afforded us in the selection of the
most reliable instruments for this purpose.

Turning to Table A, giving particulars of one series of
the trials with the damper open, it will be seen that the re-
sults are giyen for six rates of evaporation. It will be
observed that at the maximum rate of evaporation, namely,
when burning 1.237 pounds of oil per square foot of heating
surface per hour, the degree of superheat was 93 degrees F.
Corresponding figures are given at the lower rates of evapora-
tion.

We now pass to similar trials with the damper closed, and
on these the heating surface of the boiler is assumed to be
that of the large nest of generator tubes only, as all the gases
have to pass on that side of the boiler. The results of this
series are shown on Table B. .

As one of the objects of the marine engineer is to obtain
more and more steam out of a given weight of boiler, we
thought it would give useful information to make tests burn-
ing oil fuel at a rate of consumption considerably greater
than has hitherto been the custom, to ascertain if the boiler
would, under such conditions, show any defects. It will be
seen from Table B that at the highest rates of evaporation
nearly 2 pounds of oil per square foot of heating surface per
hour were being consumed, if we disregard the heating sur-
face on the superheater side of the boiler. Thus the surface
on the opposite side of the superheater was subject to the
heating effect of all the gases plus half the radiation. Every
part of the boiler withstood the severe test, and trials burning
this quantity of fuel were made on several occasions.

The results of other experiments indicate that in a properly
designed boiler of the type we are dealing with, it is possible

CURVES SHEWING DROP OF TEMPERATURE
OF FLUE GASES
PASSING THROUGH TUBES

2500

VERTICAL LINES SHOW PYROMETER POSTIONS.

uc RATE OF EVAPORATION, IG L8S.OF WATER
PER SQUARE FOOT OF HEATING SURFACE

1.500

| —

1000

TEMPERATURE IN DEGREES FAHRENHEIT

UNTAKE SIDE

AUGUST, IQI2

to burn, without injury to the boiler, 2 pounds of oil per
square foot of heating surface per hour.

Since these experiments were carried out the official trials
have taken place with one of the destroyers built by us for
the British Admiralty, H. M. S. Archer, in which boilers
fitted with superheaters were provided. The result of these
trials showed that the gain we expected was fully realized,
and on the full-speed trial the degree of superheat at the
turbines was 94 degrees F.; the shaft-horsepower developed
was slightly over 18,500, which compares with about 17,000,
which is the shaft-horsepower we should have expected had
the boilers been of the usual type. The mean speed obtained
on the six runs on the measured mile at Skelmorlie was 30.9
knots, and the mean speed for eight hours 30.3 knots, the
contract speed being 28 knots. :

One point to which Mr. Charles Merz (to whom I am
greatly indebted for much valuable information) has drawn
attention is the necessity, with the use of superheated steam,
of efficiently covering the high-pressure portions of the
turbine cylinder with non-conducting material, because the

——= 0
AIR COOLED
DAMPER
SS
\

COMBUSTION CHAMBER

WATER POCKET WATER POCKET

FIG. 1

metal on the inside of the cylinder in contact with the steam
becomes hotter than that on the outside, especially at the
edges of flanges and ribs. The inside tends to expand, and
this expansion is resisted by the colder metal on the outside;
consequently, if the temperature difference is great enough,
the metal will be distorted, and perhaps strained beyond its
elastic limit. For this reason the design of the ribs should
be carefully considered, the thickness of metal throughout
the structure being kept as uniform as possible.

These experiments were also the means of pointing out to
us another important improvement in the Yarrow boiler, and
Fig. 2 has been prepared, which illustrates the ordinary type
of boiler without superheater, from which it will be seen that
the last two rows of tubes farthest from the fire are par-
titioned off for the feed water to ascend. When working
the boiler at high rates of evaporation we found that notwith-
standing all possible precautions, even with turned rivets and
carefully reamered holes, we were unable to prevent the
riveted seam of the water pockets from leaking. We found
the pocket was sometimes hot and sometimes cool; indeed,
in places sufficiently cool to be able to bear one’s hand on it.
These trials were frequently repeated with the same result,
and we ultimately found out the cause. The fact was that the
suction down the tubes which were in close proximity to the
feed-heating tubes was so great that the cool feed water
which had passed up the feed-heating tubes was instantly

INTERNATIONAL MARINE ENGINEERING

319

drawn down into the water pocket without having had time
to mix with the hotter water in the upper chamber, as indi-
cated by the arrow in Fig. 2. This action took place inter-
mittently, and the water pockets locally changed their tem-
perature, one portion of the water pocket being one minute
hot and another minute comparatively cool, dependent upon
the working of the feed pump. The strain thus thrown on

SS}
/ 7 \

ueraKe

the metal of the water pockets by this short-circuiting of the
feed was evidently severe, and resulted in the leakage of the
seams. Having discovered the cause of our trouble it was
not difficult to find a remedy. It was found that by simply
placing a longitudinal partition plate in the upper chamber,
so as to avoid the short-circuiting of the feed, all difficulties
disappeared. This plate is shown on the right-hand side of
the diagram only, but in practice it would, of course, be fitted

— ro “ -—

STEAM DRUM |

STEAM DRUM \)
= oe PES

WATER POCKET.

LONGITUDINAL VIEW HALF SECTION OF BOILER

Jinoicares POSITIONS OF FYROMETERS

FIG, 3.—SHOWING POSITIONS OF PYROMETERS

on both sides. The same trouble has before been met with,
especially abroad, but the true cause was never suspected;
it was generally put down to inferior workmanship. Even
when no trouble is experienced, it is evident that serious and
undesirable strains must at times be taking place, which may
in the end lead to the failure of the metal, due to constant
fatigue. By the fitting of this partition plate, however, all
such strains are eliminated.

Fig. 3 has been prepared to show the positions of the
pyrometers.

Table C shows the temperature of the gases at various
points in the boiler. The vertical lines correspond to the
position of the pyrometers, as shown in Fig. 3. The upper
curve indicates the gas temperatures at a rate of evaporation
of 16 pounds of water per square foot of heating surface, and
the lower curve represents the gas temperatures at a rate of
evaporation of slightly over 3 pounds per square foot of

\Y water pocKaa

320

heating surface. The horizontal lines represent temperatures,
and the line B C represents the temperature of the steam at
200 pounds pressure, and the line E F the temperature of the
air pump discharge taken at 78 degrees F.

It will be observed, the very great drop in temperature
which takes place during the passage of the gases through the
first rows of tubes, showing the large proportion of heat that

Aj Y '
4 cs TUBES
la

FIG. 4

is taken out of the gases by these tubes. Also it will be
observed, that there is a sudden drop in the temperature at
A and A’; that is, where the gases pass through the last rows
of tubes. This is due to the fact that the cold feed water
(which enters a portion of the water pocket) abstracts a
greater amount of heat from the gases in ascending the two
outside rows of tubes than would be the case if these tubes
were full of water at the temperature of the steam.
Referring to Table C, given in diagram form, it will be seen
that the temperature of the gases at the point A’, 7. e., just
prior to the gases passing the feed-heating tubes, is about 550
degrees F., and the temperature of the steam at 200 pounds
pressure is 388 degrees F., a difference of only 162 degrees,
whereas the temperature of the air pump discharge of 78

AIP-COOLEO DAMPER o> N

Fagus PuTE

SS
oe INLET FOR SATURATED NG
EF Ais

|
|
ComeusTiON CHAMBER

FIG. 5

degrees F. gives a difference of 472 degrees. This clearly
shows the gain due to this system of feed heating, and the
desirability of extending it, which can be effected by having
separate water collectors and feed-heating tubes apart from
the main water collectors and main generator tubes, 7. ¢.,
there would be two water collectors on each side of the boiler,
the tubes connected to the top one acting as a feed heater,
and such a design of boiler is shown (Fig. 4).

It should also be pointed out that there is a supplementary
and an important advantage in this feed-heating, namely,
that any grease or sediment that comes over with the feed is

INTERNATIONAL MARINE ENGINEERING

AUGUST, I912

deposited in these tubes, which are not subject to fierce heat,
rather than in those nearer the fire, which are exposed to the
intense radiation of the furnace, and thus the life of the
boiler is prolonged. With the introduction of oil fuel some
such arrangement is the more necessary, because it has been

TUBE-NEST RECESSED
FOR Sorts LENGTH
‘TO RECEIVE SUPERHEATER

GB
{ S
cower GY,
WATER POCKET Vy
Y

ey \ | Wi

FIG. 6

COMBUSTIDN CHAMBER

found that the oil heaters leak, with the result that oil mixes
with the steam and passes ultimately into the boiler.

As I thought it would interest the meeting to indicate some
of the arrangements for superheating and feed heating which
may be adopted with a view to still further improving the
results in connection with such a boiler as the one we are
dealing with, I beg your reference to-three illustrations.

Fig. 5, it will be seen, shows the superheating tubes united
to the steam drum, and to a steam receiver sufficiently large
for a man to enter, the tubes being expanded at both ends.

AIR COOLED DAMPER

PARTITION PLATE.

°
Orr
Oma
30.
080 oY ,
7. TUBES

COMBUSTION CHAMBER
!

FIG. 7

In this arrangement all the tubes are straight, a condition
much appreciated by many authorities, and also there is an
additional advantage by this system, as the superheating tubes
on the one side of the boiler and the feed-heating tubes on the
other side of the boiler are of such a length that they can
be withdrawn and replaced from inside the steam drum.

Fig. 6 shows a set of U-shaped tubes placed between the
generator tubes and the nest of feed-heating tubes, the nest
of generator tubes being recessed for about two-thirds of its
length to receive the superheater. The ends of the super-
heater tubes are expanded into two longitudinal steam re-

‘

AUGUST, 1912

ceivers. This arrangement will probably be the most efficient
for a given quantity of heating surface.

Fig. 7 shows the superheater tubes placed at right angles to
the generator tubes. This arrangement has the advantage
that all the tubes are straight. I would mention that the ar-
rangement of running the tubes at right angles to the gen-
erator tubes has already been adopted in boilers of certain
warships constructed by Messrs. John Brown, and also by
ourselves, with the exception that a superheater was fitted on
both sides of the boiler, and was, therefore, not under the
same control as in the case of the superheater fitted only on
one side in conjunction with a damper.

It is proposed in some cases to have an additional damper
on the opposite side to the superheater, the two dampers
being arranged so that either can be open, or both open, but
under no condition can both be closed. This enables the
superheater side of the boiler to be used to a greater or
less extent as desired. When cruising at a slow speed this
arrangement may possibly lead to a more economical result
than if both sides of the boiler are equally free for the pas-
sage of the hot gases.

Judging by the best practice in land installations, too de-
grees F. superheat is by no means the limit that can be
adopted with advantage. It is reasonable to suppose that the
requisite condition to be desired is that the steam should
remain in gaseous form as far as possible during its passage
through the turbine, because any condensation that takes place
must diminish the energy given out by the steam to the blades
of the turbine, also while the steam remains in gaseous form
the steam friction is reduced.

I would submit, from the results of the accumulated ex-
perience of others, and from our own experiments, that there
will be a certain gain by the use of superheated steam of from
8 to 10 percent in fuel economy when using 100 degrees F. of
superheat, and from 11 to 13 percent gain when using 150
degrees IF’. of superheat in combination with a pressure of 200
pounds per square inch.

Also, a further gain in fuel economy can be obtained by an
efficient system of heating the feed from the gases after they
have passed the generator tubes, so that some of the remain-
ing heat should be absorbed which would otherwise be lost.

Although the experiments were made with an oil-burning
boiler, the various arrangements as shown in the diagrams
would be equally suitable if coal were used, and there is no
reason to suppose that similar advantages could not be ob-
tained.

With regard to the relative weights of boilers, with and
without superheaters, provided the total heating surface were
the same, there would be no appreciable difference. If, how-
ever, the complete machinery installation is taken into ac-
count, there would probably be a small saving in weight in
the case of the installation with superheated steam. I would
therefore submit that in the propelling machinery of warships
improved results can be obtained by superheating, without in-
creased weight, cost, space or up-keep, and a further exten-
sion of feed heating by the waste gases.

It may be of interest for me to describe a further experi-
ment which has been made bearing on the value of super-
heating.

Referring to Fig. 1, an additional damper was fitted on the
side opposite to the superheater, and on a vessel a trial was
made during a given time with the damper on the superheater
side open and the other damper closed, so that all the gases
would have to pass by the superheater. On this trial a speed
of 15 knots was obtained, the degree of superheating being
limited to 100 degrees F.

Another trial was then made of the same duration, burning
the same amount of oil, and in every respect similar, but with
the damper on the superheater side closed and the other

INTERNATIONAL MARINE ENGINEERING 321

damper open, thus only using saturated steam, and it was
found that the speed at once dropped from 15 to 13 knots.
This clearly proves the gain due to superheating, which
enables the cruising speed to be raised from 13 to 15 knots
with the same consumption of fuel, or a corresponding in-
crease in radius of action at 13 knots. These are results
which have been actually obtained, and which we are pre-
pared to repeat.

Commercial Motorboats Gaining Favor

The Captain Collier, illustrated herewith, shows how the
gasoline (petrol) engine is taking its place in shipping and
freighting work. Owing to the low first cost, low maintenance
cost and the great economy in intermittent service, the slow-
speed heavy-duty gasoline (petrol) engine offers exceptional
advantages in boats built for or adapted to this kind of service
to-day. And this is especially so where the lower and cheaper
grades of gasoline (petrol) are used as fuel.

The Captaim Collier was completed several months ago by
the Cramp Ship Building Company, Philadelphia, Pa., for the
Guffey Petroleum Company, and has been used in continuous
service since. She is 109 feet long, 22 feet beam and 7% feet
draft. She has eight 8,o00-gallon tanks, having a collective

THE CAPTAIN COLLIER, A MOTOR TANK BOAT

capacity of 64,000 gallons. Besides having room for a large
deck load, she has storage space in the forward hold for the
carrying of 100 barrels, the vessel being equipped with derrick
and power hoist for the handling of barrels and case goods
cargo.

The power plant consists of two 90-100 horspower Standard
gasoline (petrol) engines, which give the vessel a speed of
8% miles per hour. She is also equipped with a Standard 4%
kilowatt dynamo directly connected with the Standard auxil-
iary engine, with air pump and bilge pump attached. The
boat is electrically lighted and very completely equipped.

As can be seen from the picture, she is a thoroughly whole-
some type of vessel. So well do her owners look upon her
work that they are now building a new vessel 150 feet long
to be equipped with a single 300-horsepower, reversing-type
Standard engine and auxiliaries. This vessel is building at
the Skinner Ship Building Yard, Baltimore, Md.

H. M. S. Firedrake, one of the three special destroyers
ordered by the Admiralty last year from Messrs. Yarrow &
Company, of Glasgow, completed her official full-speed trials
June 29, on the Skelmorlie course, attaining during a con-
tinuous run of eight hours a mean speed of 33.17 knots, thus
exceeding the contract speed of 32 knots by 1.17 knots. The
vessel is 255 feet long by 25 feet 7 inches beam, and is pro-
pelled by Parsons turbines driving two shafts, steam being
supplied by three Yarrow watertube boilers fitted with the
firm’s latest feed-heating devices.

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

Common Sense in Engineering”

BY WALTER M. McFARLAND

From the very nature of things, education in our academies
and schools is largely a matter of books, calculations and
drawings, and while an enormous amount of valuable infor-
mation and training is obtained in this way there is one
absolutely vital element to success which may be, and often
is, entirely neglected, This element is what we generally call
common sense, but experience goes to show that it is very far
What we really mean by com-
the application of our
knowledge and experience in an intelligent way to problems
It cannot be learned from books

indeed from being common.
mon sense is sound judgment, or
which we have to solve.
directly, and to a certain extent it is a natural gift, but there
is no question that with care and attention it may be de-
veloped. I have already remarked that it is a vital element
of success, and I may add that some of the most brilliant
engineers whom I have known have spoken of it as more
important than all their skill in mathematics, physics or any
of the other sciences.

In the law schools it is now quite common to give instruc-
tion by what is known as the “case system,” instead of by
laying down abstract principles. That is to say, a specific
case is taken up and studied and the principles developed
from it, the impression being very much more lasting than
a discussion of abstract principles without a specific applica-
tion. In this way I am going to call attention to some very
interesting cases of the application of common sense, and
also to others where this was entirely lacking, which I hope
will teach a useful lesson.

Going away back to the very beginning of the steam en-
gine we find that in the earliest engines a shower of cold
water was injected into the cylinder to condense the steam,
and the atmospheric pressure on the other side caused the
movement of the piston. As we can now see, this meant a
horrible waste of steam, because, when steam was first ad-
mitted an enormous amount would be condensed against the
cold piston and cylinder walls before the piston had reached
the top. One of the first things that James Watt did was to
remove this cause of waste by inventing the separate con-
denser. This seems now to have been perfectly obvious,
but it took genius, in the form of common sense, to change
the practice of many years.

His engines were arranged to use steam expansively, but
the pressure was low and the possible range of expansion
small. As steam pressures increased some enthusiasts, look-
ing on steam as a perfect gas and forgetting that if it was so
readily condensible in one vessel it would be in another, and
figuring on great economies from high ratios of expansion,
advocated that engines should be designed on this principle.
Admiral Isherwood, who was one of the most famous ex-
perimenters in marine engineering during the latter half of
the last century, had already noticed the discrepancy between
the theoretical and actual steam consumption, which his in-
vestigations indicated to be due to cylinder condensation.
With strong common sense he carried out a series of experi-
ments in 1859 on the steamer Michigan, and demonstrated
conclusively that with low pressures and slow-running en-
gines a very moderate degree of expansion gave the greatest
economy.

During the Civil War Admiral Isherwood was engineer-in-
chief of the navy, and designed a very large number of

*Abstract of an address delivered at the graduating exercises of
Webbs Academy, New York, June, 1912.

highly successful engines based upon his experiments on the
Michigan. Some of the advocates of high ratios of expan-
sion could not be convinced by these experiments and per-
suaded the Department to let them put in engines of their
own designs. In every case these were failures, and of a
very abject kind.

Another notable illustration of Isherwood’s strong common
sense was the machinery of the Wampanoag. At the time of
her trial, 1868, and for more than a decade afterwards, her
speed formed the record—nearly 18 knots. While she would
now be considered a small vessel of moderate power, at that
time she was a large one and with high power. Isherwood
felt sure that direct-connected engines of such power in a
wooden hull would not give satisfaction, and, accordingly, he
used geared engines to increase the speed st the propeller
above that of the engine. This was absolutely a matter of

common sense and experienced judgment, and the result
justified his decision.
More than twenty years afterwards, Admiral Melville,

when engineer-in-chief, faced the problem of putting more
than 20,000 horsepower in the hulls of the Columbia and
Minneapolis. At that time, 1891, no shafts had ever been
built in this country to transmit more than 10,000 horsepower.
As vessels with more than two screws had been used earlier
with satisfactory results, he decided to fit three screws to
these vessels. The reason for doing so, however, was not in
anticipation of getting increased speed but solely in order to
keep the shafts of a size where it was known that they would
be absolutely reliable. As you doubtiess know, these vessels.
were a remarkable success and attained speeds of about 23
knots, which at that time and for some years was faster than
any other large vessels, either in the navies or the merchant
service throughout the world.

One of Admiral Melville’s distinguished characteristics was
his splendid common sense. He was one of the most courag-
eous men who ever lived, and like most of such men had the
fine qualities of being able to undertake great responsibility
and not worry about his decisions after he had reached them.
He displayed his common sense in his handling of the intro-
duction of watertube boilers for large vessels in the navy.
He believed that watertube boilers would be absolutely neces-
sary on such vessels, in order to meet the demand for large
powers in limited space and weight. The torpedo boat boilers,
with small, thin tubes, were not sufficiently robust to promise
the longevity demanded for the boilers of large vessels. After
preliminary tests he made an installation in the monitor
Monterey. A man who was simply working for newspaper
approval would have followed this up by introducing water-
tube boilers in every new ship; but his common sense told him
that it was necessary to wait until there had been time to test
the boilers out in actual service. The result was that it was
about three years after the Monterey’s boilers were given
their contract trial before he placed an order for other
watertube boilers. In the meantime he had concluded that
the ones which were installed on the Monterey were not the
best adapted to navy service, and by feeling his way he de-
cided upon a boiler about which he says in his last published
article: “Believing that I had found the boiler best adapted
to use on our large war vessels, and confirmed in this view
by their performance in service, I continued to install them
as long as I remained engineer-in-chief, and my successors
have done the same.’ Meanwhile, in some other navies
which made their first installation after Melville had made

AvuGUST, I9I2

his, they pushed the matter, with the result that there was
much dissatisfaction and great expenses.

When the first vessels of our new navy came out, a form
of air pump was used where two water and air cylinders
were driven from the crankshaft of a compound engine
whose cylinders were fitted with valves arranged, as usual, to
cut off about three-quarters stroke. It did not occur to any-
body at the time that the work to be done was quite different
from that of an ordinary engine, inasmuch as the work at the
beginning of the air pump stroke was very little at the time
when the steam cylinder was doing its most, and the maxi-
mum work of the air pump came at the end of the stroke,
when the pressure in the steam cylinder was the least. These
pumps and engines gave a great deal of trouble, and had to
be run at a very high speed to keep them from stopping. All
the designers in the different shipyards tried different methods
of remedying the trouble, and finally Capt. Frank Bailey, the
chief designer of the Bureau of Steam Engineering, then a
passed assistant engineer, applied common sense to the prob-
lem. Some of the direct-driven air pumps had been brought
out, and they could run at a very low number of strokes with-
out any trouble about stopping. He analyzed their design and
was struck by this fact: Their steam ports were only about
3 percent of the area of the piston, while the steam ports in
the engines giving the trouble were about Io percent of the
piston area; also, in the direct-driven pumps the valve gear
opened the port wide and kept it so until time to close it at
the end of the stroke, while in the engine the valve opened
slowly to full width and at once began to close. In other
words, in the direct-driven pump the port was so small that
the pump could not run away, and yet, if the air cylinders
were flooded and the pump tended to slow down, the port
being wide open permitted the full pressure to come on the
piston. Accordingly, Capt. Bailey redesigned the valve gear
so that the steam would follow full stroke and also reduced
the area of the ports.to about 3 percent. When this change
was made the old engine-driven pumps worked as nicely as
anybody would wish, as I can testify from personal experi-
ence after a cruise with them. As you will see from this
story there was no high science or thermodynamics in this,
but the application of good common sense to a difficult
problem.

As bearing on this question, I want to emphasize the
importance of careful observation and of checking up ob-
servations at the time they are made, so as to be sure of their
accuracy. If the data are accurate they can be worked up at
any time by anybody, but very often there is no other chance
to get them accurately than at the particular time they are
taken, which makes it of the greatest importance that their
accuracy should be assured. Frequently there are very simple
checks which enable this to be done. For example, in a test of

a steam boiler which is intended to be run uniformly for 24-

hours or more the hourly figures should not. differ greatly.
Two of the most important points are the amount of water
fed to the boiler and the amount of coal burned. It is quite
common to lay out a diagram where the ordinates for each
hour will represent the total amount of coal and of water up
to that time. If the amount used each hour is constant the
curve joining these points would be a straight line. Now if,
at the end of any hour, when the point is put down and the
curve extended, it is found that there is a marked deviation,
there would be a chance to hunt for the trouble, and either
correct the figures if they are wrong or see what, if anything,
has occurred in the conditions.

_ Another case illustrates in a simple way the exercise of
common sense and may be worth telling. Years ago, in the
navy, eccentric straps were always made of brass, and most
naval men were familiar with that practice only. In the
merchant service, however, the practice had already come

INTERNATIONAL MARINE ENGINEERING

323

into vogue of making the strap of cast steel, or even cast
iron, and lining it with white metal to make the rubbing surface
softer than the eccentric itself. The eccentric strap of a steam
launch engine broke, and the young officer who had charge
of that work tried to repair it by taking a couple of pieces of
sheet brass of the proper thickness and riveting them to-
gether and then bending them over to make a lug for bolting
to the other half of the strap. As might be expected, how-
ever, aS soon as any load came on this it broke at the bend.
Another young officer on this ship happened to know of the
merchant service practice, and he made the repair by having
the blacksmith take a piece of half-inch square bar-iron and
forge it to the proper shape, and then used one of these
pieces of brass as a liner. This gave entire satisfaction. The
point to be noted is that he was not able to copy the exact
apparatus of the merchant service, but he had grasped the
general principle, which was that the body of the strap should
be of a material to give strength, with a facing of a softer
metal.

The Draftsman in Shipbuilding*
BY S. ©. JENKINS

The building of ships is probably the most interesting and
complex of any branch of engineering. There is no living
man who understands in detail all the professions which enter
into the design, construction and operation of a modern bat-
tleship or merchant vessel. Some men who hold high posi-
tions in the shipbuilding world may think this a bold state-
ment, but it is true. Because of this fact we have naval archi-
tects, marine engineers, electrical engineers, navigators, etc.,
each specializing in his branch of the profession.

When America’s ships were the peers of any afloat—that is,
before the Civil War—the draftsman was unknown so far as
ships were concerned. It is true that the steam engine had
made its appearance by then, and that draftsmen were neces-
sary for that branch of engineering, but they were probably
known as mechanical engineers, though their knowledge was
far more limited than the draftsman’s knowledge of the pres-
ent day. The ships of that day were built by the men who
afterward manned them; were rigged by their captains, mates
and sailors. Even at this day you can see this method of
building certain types of ships in old New England towns
where draftsmen are not needed or desired.

Before 1890, the problems of ship construction were far less
complicated than at the present day. The foreman of each
department worked out his problems after the skeleton ship
was framed up; but in those days the requirements of the
owners did not include the multitude of mechanical and elec~
trical innovations which were then untried and barely known,
and interferences were overcome by ripping out work and re-
arranging it to clear. The elements of time and cost were
secondary. The whole scheme was crude as we see it now,
but in spite of all this the results show evidence of capable
work. Shipbuilding was then an art and the ship carpenters,
the riggers, the joiners, were artists.

To-day what do we find? The art of shipbuilding is, unfor-
tunately, fast fading away, and a shipyard of the present day
is a manufacturing plant. There is a foreman for every
branch of the work, but he is a master mechanic. He does
what he is told. And what tells him? Blueprints of plans
which have been developed by men who are not ship carpen-
ters or riggers, or plumbers, or ship fitters, or blacksmiths or
machinists, or pattern makers, or joiners, or electricians.
Who, then, are these men? Are they the managers, super-
intendents, naval architects, marine or electrical engineers 2
No! They are simply draftsmen. These men who have to

* A paper read before the local Association of Marine Draftsmen at
Norfolk, Va.

324

design and develop the problems of ship construction, many
who devote their lives to the complex and intricate study of
the various trades that their work may be correct, progressive
and economical, are merely draftsmen. They must make the
structure strong enough, make room for everything, provide
a place for everything required in the specifications, order it,
make it all fit and furnish it to the yard at the right time so
the whole structure may be assembled in accordance with a
prearranged schedule. They must understand the fundamental
principles of all the trades, must be well versed in the scien-
tific branches of naval architecture and mechanics, understand
the methods of operation and navigation to a sufficient degree
to develop a machine which will be superior to anything yet
built; but they are only draftsmen.

Because of the advances made in machinery for construc-
tion purposes which enable tons of material to be worked,
where pounds were worked before, ships can be built in a
fraction of the time it used to take. But with this enormous
output of material comes the necessity for information to cor-
rectly put his work through the yarious shops without waste
or loss of time. The joiner bulkheads are sometimes made
before the keel is laid. The rigging and its endless fittings
are all ready long before the masts are stepped. The whole
mass of structure is lying in heaps before the shipways,
punched, planed, sections riveted all ready to assemble. Often-
times we see auxiliary machinery foundations waiting for the
various machines a month before they are attached in place.

Has the ship draftsmen made this modern method of ship-
building possible, or has this modern method made the ship
draftsmen possible? Let us see. Ten years ago a battle-
ship of that period of 14,000 tons was built in four years.
To-day a modern battleship three times as complicated and
twice the displacement is built in 33 months. Merchant ves-
sels are built in a third less time and commercially are a
superior product, although their beauty is less and less appar-
ent and unnecessarily so. Why is this development and to
whom is the credit due? I will answer that in a large measure
it is due to the draftsmen in the shipbuilding profession. I
admit that the yard organization and the sub-contract and
piecework systems have made it possible to reduce the cost of
ship construction, but these systems are made possible by the
draftsmen, and in a measure it has entered into the time
element, but the progress in ship construction both in design
and time is primarily the result of the development and expe-
rience oi the drafting organization.

The plans the draftsman gives to the yard are the result
of deep thought, careful study, and good judgment. If the
plan is faulty and the work built to a faulty plan is criticised,
he is condemned. But if everything fits, if he has ordered his
material with small waste, if his designs are praised by the
owners, who gets the credit for it? Very seldom does the
draftsmen share the honors; that is all given to those who
come in contact with the owners, and they seldom pass it to
those whose brains produced the ideas and thereby made
them possible.

Take, for example, the cargo-handling facilities of a mod-
ern cargo carrier. This problem in itself is a study to which
some men outside the drafting profession are devoting a
great share of their time. It is one which vitally determines
a successful ship from the owner’s standpoint. The owner
wants to get his cargo in and out of his ship within the small-
est possible time. He wants to handle it with the minimum
amount of damage, and he don’t want to renew his running
gear every trip. These facts the draftsman understands and
his whole effort is to produce these results. After his struc-
ture is developed and ordered and long before the keel is
laid his thoughts are centered on this new problem, radically
different, yet a part of this great creation. He reads what
magazines he can afford to buy, not in the office, for he

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

must draw there, but at home—if he be so fortunate as to
have one. He obtains from available sources plans of the
ships which have similar cargo arrangements; he spends his
vacation sometimes studying other ships and other yards, and
his work is constantly on his mind. Few men interested in
their work will forget it when they leave the office. They
will continue to study and converse on their problems long
after they have covered their boards. In this work on this
cargo gear the draftsmen will make every effort to have every
bolt fit in every hole; will study hour after hour how to keep
leads straight to avoid friction and unnecessary blocks and
sheaves; how and where to provide a swivel block or a foun-
tain block or fair leaders to avoid chafing a rope. He must
go into the calculations of stresses and strains and see that
a boom designed to lift 50 tons will do it with safety and
that the whole gear will be designed in proportion. He will
provide bolsters at the hatches; will locate pad eyes and deck
eyes at convenient locations for properly handling the spe-
cial cargo for which the ship is designed, and he will use his
best efforts to prevent any two leads from fouling. Many
are the ideas. which come before him in his study of the de-
sign, and he uses his best judgment as to which he shall
develop. And all the while is the necessity to hurry. He
knows just when each element in the building of the ship
will be ready for his work, and he must not be the cause for
delay by not having the plans done in ample time to get the
finished product ready for the ship when it is due.

Twenty years ago there were scarcely any ship draftsmen
in this country. The White Squadron started a new era in
shipbuilding in this country and draftsmen had to be im-
ported. The colleges noted this and began courses in naval
architecture. As would be supposed, there were many in-
competent men who came to this country at that time, and
it was most unusual for the men who began the plans of a
ship to stay with the yard until the ship was finished and
see the result of their work. As soon as their work reached
the yard they left, and many men to-day remember the trouble
that often followed when ‘the work was put on the ships.
To-day there are many men of fifteen years’ experience in the
design and construction of ships: men of ability who are pro-
gressive, studious, ambitious and energetic; who invite criti-
cism and investigate new ideas. It is because of these men
that this article is written... Their importance in shipbuilding
is not appreciated, and little thought is given by the shipyard
officials for their welfare.

Ship draftsmen are not mechanics. They work with their
brains, not with lead pencils and drawing ink. The ship-
yards do not get the best there is out of them because they
do not treat them as professional men, but as tradesmen.
Drafting is not a trade; it is a gift, and many gifted drafts-
men have left the business because of the lack of opportunity
which shipyards offer. At some shipyards in this country a
draftsman is apparently considered a machine to make so
may lineal feet of lines on tracing cloth a day, a mistake
which often increases the cost of a completed ship and makes
her less successful as a money earner than if more thought
and less lines were required of him.

Some small yards have a library for the use of the drafts-
men, but I know of none of the larger yards which has this,
yet the large yard is the one that needs most to furnish the
draftsmen with information. Every ship built has new prob-
lems which are different from+any other ships, and it is the
draftsman who has to puzzle these problems out. The result
is he has to devote his hours of freedom to fortify himself
with each new day’s demand because, as was before stated,
he has to make lines while in the office.

Another thing in which the shipyards are unjust is in the
matter of trial trips. The ordinary draftsman cannot afford,
on his meagre wage of $4.50 (18/9) or $5 (1/0/10) a day to

AUGUST, I9I2

take trips on ocean-going ships to study his work. It should
be the duty of the yard officials to invite him on the trials
so he can see the defects he has made if there are any, or to
enjoy the success of his efforts if he has been successful.
This will increase his efficiency and make him more valu-~
able to the firm he is employed by and to the shipbuilding
world at large. This is another point where the small yards
of to-day are more progressive. In the larger yards of to-day
a draftsman is indebted the rest of his life almost to his
superior officer to be allowed the privilege of accompanying
a ship, even if he is given some menial work to prevent his
being idle for a whole day.

Let us see what some of the problems are which confront
a first-class ship draftsman—problems which he actually has
to work out himself and which he is actually -esponsible for.
Let us assume in preparing this list, which incidentally will be
incomplete, that the owners have furnished a small sketch
of the ship they wish built, generally an impossible design
for reasons so numerous it is impossible to state them in
this article. Suffice it to state that owners usually want what
is structurally impossible to obtain and spaces allotted to ma-
chinery and living quarters are so small that much time is
required after a contract is obtained to arrange them in a
workable design. The contract is usually signed before any
preliminary work is begun in the drafting offices; in fact, be-
fore the drafting force has even seen the plans. Ten months
from date the ship must be delivered to the owners complete,
ready for use, etc., under penalty of $200 (41/13/4) per day
perhaps, and in rare intervals with a bonus of the same amount
for delivery before that date. The ship is built to the rules
of some shipping bureau or register, and also to specifications.
Material must be ordered at once. Plans must be provided
for the yard. There is a scramble of engine draftsmen for
the structure in the machinery space, and the whole drafting
force is keyed up to a high pitch and nerve-racking tension
to satisfy all comers,

The structure is begun. One good man who can think
quickly, anticipate wisely, and is accurate, is given the mid-
ship section, another the keel, still others the framing, shell,
decks, stem, stern, frame and rudder, and the new creature,
which in seven months will be afloat on the water, has started.
Each man must be capable of handling any problem, every
little angle or plate must show the same on every plan if it
shows at all, the riveting must all agree, else there is trouble
when it goes together in the yard.

Before these plans are well along the plates, and shapes
must be ordered without waste yet sufficiently large to be
worked, usually a half inch on a plate and two inches on a
shape, because the mills will not guarantee to furnish them
closer. This will not allow of scaling, for with the plans on
one-fourth-inch scale the error would be considerable, hence
they must be figured. The pillars and girders are then taken
in hand, taking care to support the structure, to keep clear of
any possible interference with handling the cargo, to prevent
undue vibration in the ship, yet always mindful to save
material.

While all this is going on, another man is arranging all
this work ona plan, a joiner plan, assembling the work, let
us say, and providing a place for all that is required in the
specifications, arranging and rearranging the berths and lock-
ers for the crew in a space only half large enough. Still
others are calculating the strains and stresses of the hull,
to be sure she will stand any stress of weather she may be
liable to encounter, to discover if her weights are so located
that she will trim right fore and aft and athwartship; to see
that she will not turn over either light or loaded, and to
see if she will carry the cargo required of her by the speci-
fications. Her cargo-handling gear, her boat stowage, venti-
lation, scuppers, her multitude of fittings too numerous to

INTERNATIONAL MARINE ENGINEERING 32

mention in an article of this scope, even to the rivets, must
all be designed and ordered before the yard can take this
work in hand; and if she be built for the passenger trade the
interior design with all its complications must be studied and
carefully worked out to a successful and artistic finish.

This is barely an outline of what the duties of a ship-
draftsman are, yet it is perhaps enough to show the high
officials of the large shipyards that they are underestimating
the value of these faithful servants in their employ and are
not providing proper compensation for what they demand.

Fifteen years ago there were,not enough draftsmen of ex-
perience in the whole country to plan the work now required
by one yard. For that reason the building of ships was slow.
By reason of the capabilities of the draftsman of to-day and
the fact that he can now fill the yard with material two months
after a contract is signed, ships are being built three times as
complicated, twice the size in one-third less time, and as the
organization of the drafting room is developed the time will
be reduced.

It is up to the shipyard officials to assist in this develop-
ment. The element of co-operation is one of the highest es-
sentials, and if they will offer reasonable inducements the
ship draftsman will do his duty, for he loves his work. If he
did not, he would long since have left the business, for its
returns are at present out of all proportion to its demands.

This article, as you notice, has dealt simply with the drafts-
man in his work on the merchant hull. The problems which
the engine draftsman has to deal with and the draftsman of
warship construction are equally difficult perhaps, and the
poor government draftsmen have difficulties which would re-
quire a separate article to discuss.

However, from a charitable standpoint, let us try to believe
that the development in shipbuilding has been too rapid and
that the shipyard officials will in time devote some thought
to the possibilities of their plants through intelligent consid-
eration of the drafting organization where, by a progressive
system of advancement for capable men, they will encourage
the draftsman instead of killing his ambition through care-
less indifference as to his welfare and the idea that he is a
necessary evil.

A 45=Foot Motor Cruising Yacht

A full-powered cruiser has just been constructed by John I.
Thornycroft & Company, Ltd., for service in the Near East.
The vessel was required to possess first-class sea-going
qualities, and she has been built 45 feet in length, with 9
feet beam and an extreme draft of 2 feet 9 inches. The pro-
pelling equipment consists of a Thornycroft M6 type motor,
complete with Thornycroft reverse gear and clutch, using
kerosene (paraffin) as fuel, and starting directly on gasoline
(petrol). The engine has six cylinders, each 414 inches in
diameter and 6 inches stroke, developing 45 brake-horsepower.
The boat has attained a speed of 9.7 knots over the measured
course, using kerosene (paraffin) as fuel.

The hull is built of teak on frames of American elm, the
keel is also of American elm. The hull to 3 inches above
waterline is sheathed with copper. In the fore peak a 100-
gallon fuel tank is stored, and a chain locker is arranged
above it. The accommodation comprises, forward, a sleeping
cabin, ventilated by two cowl ventilators. A ladder and hatch
provide access to the upper deck. Aft of this is a very roomy
saloon, ventilated by an overhead skylight; and divided from
the. sleeping cabin by curtains. Following this is the toilet
coom, and on the port side a well-arranged pantry. Aft of .
this again is the motor room, containing the engine and re-
versing gear, two folding cots for crew, cooking stove, fresh-
water tanks and tool lockers, etc. The engine case is built
with a flat tray top to serve as a table..

226

Design for a Motor Life Boat

The strongest count against the shipbuilders and shipowners
of the day is that they have neglected the small boat in the
wonderful improvements instituted in practically every other
direction on shipboard. Not only as regards davits, but the
themselves have shown little or no modernization.
Worst of all, the small power boat has been ignored by steam-
ship owners, in the face of its remarkable development by
manutacturers. The power boat both in the United States
and in Europe has reached a high state of perfection. Ameri-
can marine engines are bought in large quantities to-day in
every part of the world. The navies of the world use power
boats very largely. The gas engine for automobile and motor
boat uses is one of the engineering triumphs of the present
age. Yet few passenger steamers are equipped with even one
power boat for use in times of great danger or sudden emer-

boats

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

as a boatman; whereas, one man can operate the marine engine.
A handful of picked men would be of more use, were motor
boats carried, than many inexperienced oarsmen. Further-
more, owing to the introduction of the automobile and the
large number of power boats used for pleasure, on any pas-
senger steamer a considerable number of people who are ex-
pert in handling a gas engine could be found.

The life-saving service in the United States and that in
many foreign countries have very generally adopted the power
life boat. The same features which make it far superior to the
oar-propelled boat in this service should cause one or more to
be carried on all large vessels. In a heavy seaway the ordi-
nary life boat is in constant danger of sinking because of
the inability of the oarsmen to keep the boat from being
thrown broadside into the trough of the seas.

Such a power life boat as shown in the accompanying plans
can be kept by one man head on to the waves and will also

A NON-SINKABLE AND SELF-RIGHTING MOTOR LIFEBOAT EQUIPPED WITH WIRELESS

gency. It takes but little stretch of the imagination to see
what valiant work two or three strong motor boats could have
done in a disaster such as overtook the Titanic in picking up
some of those in the water and in transferring them to those
life boats which were not filled. The motor boat could then
have easily towed all of the survivors to the nearby California.
In the case of the Republic, which sank about two years ago,
after collision with the Florida, hour after hour was con-
sumed in transferring passengers of the Republic to the res-
cue ship. Fortunately, calm weather prevailed. How much
more quickly the work could have been done had there been
at least one power boat to tow the life boats to and fro!
Any modern cruiser or battleship is equipped with a large
number of motor boats, and they are invaluable to these ves-
sels. A very potent reason for the mercantile marine to
make greater use of the motor boat lies in the fact that under
modern conditions it is well-nigh impossible to man the life
boats of a huge passenger steamer properly. The seaman of to-
day on the passenger steamer is little better than a longshore-
man. He is not trained in the use of oars and has no experience

tow a number of life boats astern. This power life boat is
non-sinkable and self-righting. It is designed to live through
the worst storms. Its heavy duty Standard engine has been
designed and developed to meet most fully the conditions.
Unusual power is obtained at a low rotative speed, so that a
large slow-turning propeller is swung, giving the boat great
towing capacity. The engine installed shows the center of
gravity to be unusually low. This feature is important in a
small boat, as all weights are kept as low as possible for the
greatest stability. It will be seen that the engine is housed
in a water-tight compartment and that all controls are car-
ried outside, so that the engine may be started, stopped and
reversed without opening this compartment. Complete con-
trol of the boat is had at the tiller, as the controls for the
throttle and the reverse gear and clutch are carried aft to
where the steersman stands. Water, gasoline (petrol) and
other supplies may be carried behind the fore and aft water-
tight bulkheads below the floor. The boat’s masts when ex-
tended are 35 feet high. These telescope and fold down.
This operation is performed very simply and easily. Each

AUGUST, 1912

is raised by a single halyard, which in raising the mast also
tightens the stays.

Perhaps what will seem most novel in this boat is her wire-
less equipment. Similar apparatus, however, has been in-
stalled in small boats before this. The Austrian Lloyd Steam
Navigation Company equipped a life boat with a Standard
engine and wireless equipment two years ago, just after the
accident to the Republic and Florida. The boat here shown
with an aerial of about 35 feet and spread of about 25 has a
sending radius of about 75 miles. Messages could be received
from a distance of from 500 to 800 miles.

One can readily see the possibilities in a boat so equipped.
One or two such power boats in time of a wreck, besides
picking up those in the water and seeing that all life boats
were equally loaded, could keep a large fleet together. Each
could tow six life boats at a speed of from three to fou
miles per hour. They could in this way keep the survivors
from becoming scattered until such time as some ship could
be communicated with and help obtained.

Electric Trucks for Steamship Terminals

BY EE HAINES

An electric freight truck which has a maximum capacity
of 2,000 pounds and a bulk capacity of six hand truck loads
per truck is now in practical operation at several large rail-
road and steamship terminals at jersey City, N. J., New
York, N. Y., and Savannah, Ga., where it is said to be giving
excellent results. It is claimed that the trucks are producing
-a saving of from 15/to 35 percent in the cost of handling
freight, besides facilitating the maintenance of steamship
schedules.

Any unskilled laborer can operate the truck at a speed of
from 2 to ten miles per hour, for a ten-hour day on one
charge of electricity, at a cost of 10 cents (0/5) per day per

truck for current. The frame consists of two I sections,

LOADS OF 1,890 POUNDS BEING TRANSPORTED OVER 65 PERCENT GRADES BY
ELECTRIC TRUCKS AND OTIS INCLINED ELEVATOR

which extend the entire leneth of the platform, and is sup-
ported by four spiral springs. The wheels are equipped with
solid rubber tires, giving the body additional elasticity. The
power is derived from a single storage battery, consisting
of two sets of 12 cells each, the capacity of which is 120
ampere hours at 60 volts. Power is taken from the batteries
through a maximum capacity fuse and circuit breaker and a
drum type controller, the latter being mounted in ball bear-
ings between the two frame members, and is connected to a

INTERNATIONAL MARINE ENGINEERING

3F7

set of resistance, and is operated by a vertical lever moving
in a vertical plane within convenient reach of the operator’s
left hand, through an are of about 120 degrees, giving five
speeds forward and five reverse. Howeyer, power cannot be
sent into the controller unless the foot pedal, which simul-
taneously releases the band brake on the jack shaft and
throws in the circuit breaker, has been pushed down. The
lever to the left is the controller; that to the right the steer-
ing lever; and the pedal just above the foot board, or oper-
ator’s stand, the brake. To increase the bulk carrying ca-
pacity, one end is equipped with a hinged iron gate, which
may be lowered, allowing 2% feet additional loading surface.

DIRECT TRANSHIPMENT FROM SHIP TO CARS BY ELECTRIC TRUCKS

Freight is conveyed by the trucks direct from the ship’s
hatches, through the cargo ports, and over the drop plat-
forms to the pier or into the cars, and vice versa. One elec-
tric truck with one operator will carry a load of 2,500 pounds
up 20 to 35 percent grades, while it would require eight hand
trucks and two to four additional helpers for each truck to
carry the same load and negotiate the same grade. The elec-
tric truck is also successfully operated in connection with
the inclined elevator which is used to convey ordinary hand
trucks and their loads} over heavy grades brought about by
changing tide conditions.

A sling load of 16 bags of grain is hoisted from the hold of
a coastwise steamship by the hoisting engine to the discharg-
ing deck, where it would have to be distributed to 5 hand
trucks carrying 3 bags each, while the entire sling load can
be placed on one electric truck direct from the hoister and
sent to its destination on the pier or into the cars.

The handling of canned goods and other small package
freight from the lower decks to the discharging decks is done
by the use of flat boards, containing ring bolts at each end
through which rope slings are run and connected to the
hoister pennant or fall. This flat board will contain 43 cases
of canned goods, weighing 60 pounds each, and is landed
directly on the electric truck for discharging to the pier, the
flat board being returned to the ship with the empty truck for
another load. In discharging the same number of cases by
hand trucks, it would require 8 trucks.

The average hand truck speed is about 1% miles per hour,
including loading and discharging, while the electric truck will
maintain a speed of 2% miles per hour, including loading and
discharging, without tiring, as is the case with manual labor;
however, the additional time required to load and discharge
the electric truck materially reduces the round trip speed, but
the saving is brought about by the increased capacity and
speed of the electric truck.

328

There are various kinds of mechanical devices for trans-
ferring package freight at railroad terminals having no
steamer line connections, and also for transatlantic lines with
or without direct rail connections. Many methods have
proved practical in this direction, as the freight on railroad
terminals is only conveyed to or from the car doors, then
dumped, while in the latter case it is hoisted to or from the
overall hatches of ships which do not contain side cargo

Shallow Draft Ferry Driven

Except where small boats are used as passenger ferries
internal-combustion engines have seldom been utilized for the
propelling machinery of this type of craft. A new departure
in this direction, however, has been made recently in the con-
struction of the steel car ferry Henderson, designed to carry
a load of two 50-foot interurban trolley cars, each weighing
87,000 pounds, across the Ohio River at Evansville, Ind., on
a draft of about 3 feet. The boat was designed by Morris M.
Whitaker, Nyack, N. Y., and built by the Dubuque Boat &
Boiler Works, Dubuque, Ia. The distance over which the

ferry runs varies from % to 1 mile, according to the stage of
The schedule of the ferry requires hourly trips

the river.

INTERNATIONAL MARINE ENGINEERING

AUGUST, 1912

ports, and is placed either on the pier or in the ship. It is,
therefore, evident that, in order to mechanically convey freight
in this manner through side cargo ports, with which coast-
wise steamships are equipped, it would be necessary to equip
the ship, as well as the pier, with conveying machinery, which
is not practical. Therefore the practical utility of the electric
truck for service at coastwise steamship terminals, as outlined
in the instances just described, is evident.

by Gasoline (Petrol) Engines

each way, the time of crossing varying from six to fifteen
minutes, according to the direction of the passage and the
stage of the river.

Both the construction of the hull and the arrangement of
the propelling and auxiliary machinery are of special interest,
because both are unusual. The main particulars of the hull
are shown in the general arrangement plans, shown in Figs.
3 and 4, and the complete scantlings are shown in the midship
section, Fig. 2. To carry such a heavy load on such a light
draft without interfering with the machinery arrangements
furnishes a problem which a naval architect seldom meets,
and provisions for the strength of the hull in this instance

FIG. 1.—SIDE-WHEEL CAR FERRY

HENDERSON DRIVEN BY GASOLINE (PETROL)

9x 3¢' for 14'length, Y4'a Lends
334! x 214'x 5 #

ENGINES

wo
Ss

U ”
6/414

Detail of |
‘oundatio
Later

te
ee

ESaberay ae Big x 26x 57 AWS 19% 10,2
Wo 5H 8x 12x1 19"x 19"x 10#
ab ; . 346 x 216"x 5 246" 26""x 17 Sy
h 10" CGS DE yy Z 5
3: 246 x 6.1 9" pose #
Foetal ao i ae e's 10.5 3 3'x 3!x 6.1yJat axis ||
: A x 19x10” Br. b 9"x 19'x 107 : 73x 3" 7.2 |for 20)\ft, |
Base Line = ae 2 1 3-3" Base Line! xa
7 10 #
i 4
| i | 95/0" 336"x ay! 5 Cont’s.
} L
bs = = = = 34/6" >

FIG,

2.—MIDSHIP SECTION

INTERNATIONAL MARINE ENGINEERING

AUGUST, I912

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tf Ce oeyng Ce SN
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SS See

j Sf} |
eo SS SSai So (SSS > = = db =

proyyng proyyNg prayyng proyyng
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oe ee = nn tn tt ep gn gn gt gna ep -- 7 - - - --- -- 2,
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5 1 1 =
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———— ———
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i ee ee i Pe FNS Z

— =

330 INTERNATIONAL MARINE ENGINEERING AUGUST, 1912

are excellently carried out and the machinery arrangement
has proved as flexible and reliable as the old-time steam

= = machinery. The boat is 120 feet 8 inches long over all, 120
a ies feet molded length, 25 feet beam molded, 34 feet 6 inches
= = beam over guards and 4 feet 6 inches depth of hold.
- . . . rl .
Propulsion is by side paddle-wheels. The wheels are inde-
; pendent, although there is a cross-over shaft by which both
paddle-wheels can be locked together and driven from one:
: engine. The wheels are to feet in diameter with a 3-foot face.
Each wheel has ten buckets, 18 inches wide, and the designed
speed of the wheels is forty revolutions per minute.
The main engines consist of two six-cylinder, four-cycle,
7-inch by g-inch Buffalo gasoline (petrol) engines of 54
{=) horsepower each, located in separate engine rooms and operat-
oe ing the wheels independently by means of double clutches and
5 es Shee
5 cut steel bevel gears. The motors have double ignition, a
ae Bosch high-tension and Atwater-Kent distributor. The re-
S duction in speed from the motors to the wheels is to to 1,
2
ir)
= Es
i=} S)
Sia
oS S
aeies
=
=]
3
+ FIG. 5.—ONE OF THE ENGINE ROOMS
nN
Re and by means of the double clutches (one of which gives
= motion in one direction, and the other in the opposite direc-
BS 5 tion) perfect control of the wheels is obtained.
ai There is an independent electric light outht, supplied by
Carlisle & Finch, operating at 550 volts, to supply current for
8 a searchlight and for lighting the trolley cars when on the
boat as well as for lighting the boat itself.
ie Bilge and air pumps are attached to each motor. A large
uD i centrifugal fire and bilge pump is worked through a clutch
rt nr 0 .
a from one of the main motors by means of a silent chain.
x i a This pump, which is furnished by the Morris Machine Works,
| 3 x is connected to each watertight compartment on the suction
o ~ TR 0 . . .
a EI O side, and also overboard, so that it can discharge over side or
1 138 through two hose pipes for fire purposes. It is capable of
‘ =< f He throwing a 1%4-inch stream under pressure of 150 pounds per
R rd .
SE square inch at the nozzle.
By;

Lifeboats and other equipment are provided as required
by the United States Steamboat Inspection Service.

AuGUST, I9gI2

Lumber Steamship for the C.

The Newport News Shipbuilding & Dry Dock Company
is now building at its works in Newport News, Va., a steam
lumber-carrying vessel, the construction of which embodies
several novel features. The vessel has been designed by
Edward S. Hough, of San Francisco, for the special service
of the C, A. Smith Lumber Company on the Pacific Coast,
and will be named Adeline Smith. Its principal dimensions
are as follows:

Length over all......- So oniced Be 310 feet 6 inches.
Wencthwonkawaterlineseereeeernr 2096 feet 8 inches.
Beam, molded, at main deck.... 44 feet 6 inches.
Deploy, MONG. 6 coscadcodo0000 . 21 feet 6 inches.

The principal feature of the design is the adoption of
Hough’s patent center-trunk construction, which is claimed

x 17.93 Lbs.

INTERNATIONAL MARINE ENGINEERING

331

A. Smith Lumber Company

in lumber-carrying vessels, which are, as a rule, very beamy
and.comparatively shallow, and have their deck cut away by
hatches to such an extent that in the ordinary type of con-
struction structural weakness often develops in the larger
vessels, and as they also carry very high deck loads, and
nearly all use fuel oil, which is carried in the ordinary type
of double bottom, the free surface in the tanks often makes
them tender.

Another feature of the design of the vessel is the extent
of the cargo hatches, there being four on each side of the
center trunk. The hatches are especially arranged to take
care of the standard lumber units which have been adopted
by the C. A. Smith Company. To suit these units and pro-
vide maximum stowage, the main deck is built without either
camber or sheer.

7x3.
Ox 3k x 3h6 "x 15.2 Ibs. Wate. n ”
= | Spaced abt-6/3"apart 16-x/4 Spruce|Covers/ 336"x 316" 8.5 Abs.
sKTT — 6'x 316'x3%'x [1 12/x}12" ‘Yellow ; Pine Strong-Backs abt-4 ‘9! epee Holds "25S #Y
L 12.5 1bs.bet. <2 | / 15.2 ts: in way of 1 me Backs over Holds (oe
as jaa at Aa 6" strong backs, ASSSSSIZZSSS SSSSS 77
oop & Focl’e eS 6x 12"" 15 Tbs PE x 40 Ibs — TS 3x 34 «7.9 lbs
95% 162 Ibs. |35 || | Dk-Stringer 30 sil Spaced see Mapart artis 63,
‘ocl’e to Poop. 5 between Fool’e & 7 a CAV,
iar Poop reduced to 334° 344" 1161 Ibs (q| et) [3x 3'x 7-2 lbs.
K MAIN DECK VEN 18 Ibs. at ends Angle Socket | a | eS 334"x 3146's 9.8 Ibs.
Scameiaiatade ee ok SSS 314'x 834 x 11,1 Ibse ih 21's 1235 Ibs Se

“Sheer Strake 46 ‘x 25 Ibs. a iS spaced abt.4/9’apart

20 lbs.in Hatches extending =}

tH Under Side of Deck Beams
<<

Reduced to 20 Ibs. cot 14"below under side of B i
in Focl’ e.& Poop ; | — Iron in Short Lengths 16'3'to inside of Coding’ pao 2
| |< $6’ 814"x 15.3 Ibs-all around Hatches 4x 314"x 10.6 ths. 7 6x0 x19.6 3i4'x 314 'x
H | 1736 Tbs. bracket } 6"x 6 'x 19. 6 Ibs. Double Clips Frame i [es Be Usp
65x 20 Ibs. 3 | a eae Sere ee = B'x$'x 7-2 Ibe.
} - = |
s 1B. Laps) 7g Riv. ist *o%s clear of Webs & Deep Brackets 1214 Ibs
| 2, Thies hanes re 5x 15"x
HW yy ay 2 “4 %, 3x3'x 7-2 1 Tae X 3 x 7-2.1bs, s 1x 1) x
16 & 10¥eliow Pine | ] 344" 344"x 0.8 Ibs.Ttorl: SUE > MG Wee:
¥ Leta \ Upper Side Sass 3°x 3's 7-2 Ibs,Double
non ~ 6"x 336" x 15.3 lbs. aaa
4x 10 Oak G 20 lbs-Interl. Plate x 314"x 18.9 lbs.
| ee 3 spaced 125, ‘apart S toraxelofs Carga i " DET ANION
= G 8's 314"x x 21.5 lb: % lbs. We' 1G Ix x Se
i $1g" B46" 21.5 Ibs, 214 1bse Web 31g 'x 314’x 9.8 lbs. DEEP STRINGER
a 5 peuple at Ends & Middle of | Double BRKT.AT ALTERNATE
BGose Obs atches in Holds #1 &¢4 F=== 1 3x 3x 7-2 lbs. FRAMES BET. WEBS
iss} a |
3 \ Sai 14‘ 9.8 Ibs.Intorle | te Double
= pI iddle (Sid Stri eS Vax i 5s a)
a a= ES sate To tee tsis apg be — eH ROHY | Ire B
~ | [SEE 20 toscinter!s Plate Nese Ly S
< me a ee : 7 SSS re es
a {Hi Web Frames fitted in Holds 72 £73 Wood Battevs : 3k lu” i . 2lp
3 2 | Side Stringers arranged to suit abt.6/0"apart BS a
is x i 176" R
R | f ” 4\-X - 3 | Ve ul
| Va é'x 9.8 1bs.Interl. PAS OOM
(ots. ofl 2 ~ Tower Side Stringer = 25 Ibs. Bracket
ee mae G's 814" x 15.3 Ise a
| Eos x 22 Ips. ~~ 26 1ps-Interl. Pate | A 3.8.3 Sepsifan
| | i = same © : 2 > - | bs. Str.— ; =
| ' | Longitudinals 15 1bs-Intercostal \ 1 — «50 fh} {—
op Angle 3°x 3"x 7-2 lbs. il ! = | : =
Segedle ; Shell Clips 344'x 344"x 9,8 Ibs. I L (| x
| ah Dduble Frame to end here Clips to Floors 3"x 3’x 7.2 IbseSingle ; \ | Ge ! tnd
posreaset! Pa | Sy 1744'Bracket 10.2 Ihs-Plate at after end Holds*2 473 = % h
S One Frame Space wide-perforated 8% x 363 3x3x7-2 lbs, 4° 3 P '
for Lap of Frame r R | te x dg x x 345"x —
tho Ceiling 12"x 3" ‘Spruce rn 20 1bs;Bracket fifo
pases |: aS Rey-Frames 3% x 3x x6: 1 bee OSM, (ia Suiits SERS poe: Y The Wide is
1 Iz j LESS: S Sa are 8 Spage 128. fc
mm a 5
‘3 0 ©]0 © O © lo of |
Lats Ser sS So = ee, = xaeoly © i 4 om 12.8 Ths} Vert-Keel 21 Ibs.
Me Se Se ‘ ea ieee alk ae —- — = SSS =e 277 >|
Bottom Frames B A ! =< sh 5
| : | | Garb?a- Tk e 20, Web Frames at-25-46-49-53-07-& 101 Port & Stb°d.
; 1,0 344"x 834k 9.8 Ibs. | \59'x 2244 Ibs, 59'x 2216 Ibs. | 59 x 2216 Ibs. | \so" x24Ibs. , N 'Plat Keel 43‘ 82 Ibs. 20'Web Frames at-6 pa Oe 80 Port only
| Mh 6014 "x 25 Ibs. 4 a \ Chafing Plate 24's 1734 Ibs. 24" Web Frames at-6 '2-76-& 80 Stb’d. only
i kc 4/0" te Note 4/0 rc 4/0 ><——-4/0—>|__ Extend from Fr. £115 to #139
i, G'x 314"x 15.3 Ibs. angles to be fitted between | Interl. between Keel Butt-straps
| | Floors in No.1 Hold on flat of Sbell
| | | connected to Floors with single 3°x 3"x 7:2 Ibs.
Clips 6'long. Unsupported Flat Shell
ll {{0 Plating,not to exceed 26"in width t
{ 1! Ian
| is 213 at Base Line — —-->
the
| kk 21 6 for Dead Rise = = = zal
} "
< aa —22'3'at Deck Molded: >|

SECTION SHOWING CONSTRUCTION IN CARGO SPACE

BULKHEAD No. 18 TO No. 107
LOOKING FOR’D.

to be especially adapted to lumber-carrying vessels. As shown
on the midship section this construction consists of a nar-
row trunk extending from the top of the floors to the deck,
dividing the hold longitudinally. This trunk extends the full
length of the cargo hold, and is used for carrying fuel, oil
or water ballast, as desired. It is claimed for this construc-
tion that the center trunk, acting as a girder, greatly increases
the longitudinal strength, and that, being deep and narrow,
the free surface of oil is reduced to a minimum, and greater
stability thus obtained. These points are especially important

As indicated on the accompanying plans the vessel will have
a single deck, a raised forecastle and full poop, with two
tiers of deck houses above the latter. The machinery will be
located in the stern, and the pilot house and navigating bridge
will be aft also, so that the deck will be entirely unobstructed
between the forecastle and poop, and thus available for deck
cargo. There will be a double bottom: of the cellular type
under the machinery space for carrying fresh water.

As cargo is generally carried only
usually go north in ballast, and as heavy

one way the vessel will

seas are to be

332

encountered on that trip it is necessary to carry sufficient
water ballast to put the yessel well down at the head. For
this purpose the hold is subdivided into four compartments
on each side, and compartments No. 2 and No. 3 are arranged
to act as deep tanks. In these holds deep web frames are
fitted to stiffen the sides, and the hatch covers are provided
with special strong backs. For handling this water ballast
there will be located in the engine room a De Laval steam
turbine-driven centrifugal pump with a capacity of 3,500
gallons per minute.

Accommodations for the officers and crew will be very com-
plete; those for the crew located forward and all other quar-
ters aft. Special accommodations will also be provided for
the owners, consisting of private dining room, lounge, three
staterooms and two baths. All quarters will be heated by
steam and lighted by electricity.

15 Ibs. bracket spaced to
clear cargo units
Abreast of Hatch Brackets
3'x 3%" &
x 7.9 lbs.

20 lbs. bracket at ends
and middle of each hatch
to clear cargo units

1’x 3.38°x 3.85°x-16.5 Ibs.
7’x 314"x 15 lbs.clip Double
40 Ibs. Coaming Plating between Hatches 1714 Ibs.

4"x 6'x 16-2 lbs. y
; ” 81
8134)" 81% 21%" ain DECK

ii 344’x 334'x 9.8 1bs-_f No Camber 3°x 3x72 Ibs. #1234 Ibs.
| ¢ AGP" ~ 83/4" — 21.7 meats => 7 Ae ”
s 10 x 39 x 3% x 21.7 Ibs. C W:T.Diaphram, Plate to ~ 4x36
s every Erame bet.Hatches Divide holds#2 & 3
‘| YA89'x 39'x 20 lbs.Bracket aah

x 10.6 Ibs
k 4x 334’ x 10.5 Ibs. x3
‘| beam i x 7.2 lbs
ey ete 34x 314'x 8.5 Ibs. 5
| 21, Flange

5'x 6 x 968 lbse

3°Flange
| SECTION BETWEEN CARGO HATCHES

FIG. 2

For deck machinery there will be a steam windlass and two
steam capstans on the forecastle deck, and two steam cap-
stans on the poop. Combined steam and hand steering gear
will be fitted, with the steering engine located at the forward
end of the engine casing. As special gear for handling the
lumber is located at the terminals, the only cargo-handling
gear on the vessel will consist of two booms on the foremast.
One 8-inch by 8-inch double cylinder, double drum steam
winch will be fitted on an extension of the forecastle deck
for working these booms. An electric plant with two Io-
kilowatt, turbine-driven, direct-connected generating sets will
be located on a flat in the engine room. There will be two
14-inch searchlights on the flying bridge, and the vessel will
have a wireless telegraph outfit. In the engine room there
will be a workshop, with power-driven lathe, drill press and
emery wheels.

The propelling machinery will consist of a triple-expansion
engine, with cylinders 21 inches, 35 inches and 60 inches
diameter, respectively, having a common stroke of 42 inches.
There are four Babcock & Wilcox boilers. The engine will
have piston valves on the high and intermediate cylinders, and
a double-ported slide valve on the low-pressure. All valves
will be operated by Stephenson link motion. Steam reversing
gear of the direct-acting type will be fitted. There will be a
separate cylindrical surface condenser with cast iron shell.
The circulating pump will be of the centrifugal type, driven
by a single cylinder vertical engine. An air pump of the
Edwards type and two bilge pumps will be driven from the
high-pressure cross-head; all other pumps will be indepen-
dent. An evaporator of 2,500 gallons capacity per day will
be provided.

The four main boilers will have a combined heating surface
of 7,200 square feet, and will be arranged with a fore-and-aft
room. They will be fitted to burn fuel oil with mechanical
atomization, using burners of the Newport News Shipbuilding
& Dry Dock Company’s own make and type, which have been
developed from an extended series of tests in the builders’
fuel-oil experimental plant. A yertical donkey boiler will also
be fitted,

INTERNATIONAL MARINE ENGINEERING

AUuGUST, 1912

Launch from the Harbor Dockyard

On March 5, Messrs. Irvine’s Ship Building & Dry Docks
Company, Ltd., launched from their harbor dockyard the
handsomely modeled steel screw steamer Start Point, built to
the order of Messrs. Furness Withy & Company, Ltd., for
their Point Line. The dimensions of the vessel are 390 feet
by 50 feet by 27 feet depth, molded, carrying over 7,000 tons
on a light draft. She is built to British Corporation classifi-
cation, having three complete steel decks, with cellular double
bottom and fore and after peak tanks for water ballast. The
vessel is constructed with deep sectional frames, and is divided
into seven watertight compartments by means of six watertight
bulkheads. Four large hatches are provided and a cross-
bunker hatch amidships, with all the latest facilities for the
rapid loading and discharging of cargo, including nine pow-
erful steam winches, exhausting to a Contraflo winch con-
denser in the engine room, and ten derricks; a powerful,
quick-warping steam windlass is fitted forward with steam
steering gear amidships and hand gear aft. Electric light is
fitted throughout, including large clusters at each cargo hatch.
The vessel is fitted with additional bulkheads in the upper
‘tween decks to minimize the risk of fire spreading from one
end of the ship to the other. The captain, officers and engi-
neers are berthed in large houses on the shelter deck amid-
ships, and the sailors and firemen under the fore part of the
shelter deck.

Triple-expansion engines will be supplied and fitted by
Messrs. Richardsons Westgarth & Company, Ltd., Hartlepool,
having cylinders 26 inches, 42 inches and 70 inches by 48
inches. Steam is supplied by three large single-ended boilers,
working at 180 pounds pressure. The auxiliaries include a
Contraflo main condenser, a Contraflo surface feed heater
and Cascade filter.

A New Fuel Lighter

Where rapid loading and unloading of vessels is essential,
as on the Great Lakes, rapid coaling of steam vessels is also
necessary, and to accomplish this purpose many types of
lighters especially adapted for rapid fueling have been brought
out. One of the latest of these, and one which is claimed
to be the most rapid vessel of this type, has been placed in
use in Cleveland harbor for the Pittsburg Coal Co.

The lighter consists of a steel hull, 156 feet long over all,
with a width of 40 feet over all. She is propelled by twin
screws, her engines being designed to give her a speed of 12
miles an hour. The carrying capacity of the lighter is 1,000
tons, and it is claimed that she will load 400 tons of coal in
the bunkers of a steamer in an hour. The lighter was built
by the American Shipbuilding Co. 5

The arrangements for coaling consist of twenty pockets,
located ten on each side of the hull, in which the coal is car-
ried. Each pocket has a capacity of 50 tons, and is provided
with two gates, so arranged that the flow of coal to the re-
claiming conveyors is accurately controlled. The conveyors
operate toward the center of the boat, where they discharge
into an elevator, which lifts the coal to a swinging boom pro-
vided with a drag conveyor. A swinging and telescoping
chute is fastened at the end of the boom, so arranged that it
is possible to discharge coal into the bunkers of the largest
steamers without trimming. With this arrangement the coal-
ing can be done with a minimum crew, as only four men are
required besides the captain.

The conveyor and coal-handling machinery are driven by
independent motors controlled from the operator’s house
placed on top of the elevator.

333

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334 INTERNATIONAL

MARINE ENGINEERING

AUGUST. 1912

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and
Auxiliaries; Breakdowns at Sea and Repairs

Overhauling Winches

Deck steam service gives as much trouble at times as all the
rest of the ship’s gear put together. One of the most annoy-
ing experiences out of all the troublous happenings at sea is
to be dressed ready for an evening ashore, and just as your
foot is on the gangway to have the chief call out: “Mr. :
your No. 4 winch is stopped; you had better see what is the
matter.” With a face as long as the Western.Ocean, you get
below and change, find your tools, and, with a feeling of bitter
hatred at heart towards winches in general and that brute in
particular, you hunt round for the trouble.

Further annoyance is caused usually when cargo is being
whipped, the winches running continuously at full bore. The
donkeyman rushes up to tell you that he cannot keep steam
up. The usual remedy is to light up a main boiler, which
is against all the rules of your company.

One ship I joined when the cargo was being sucked out at
top speed. I got so very sick of spending half the day and
the best part of the 1ight tinkering at winches that I ap-
proached the chief on the matter. Although he was very sore
on the subject, I enlisted his aid. The result was that he
talked the matter over with the superintendent and got what
I asked for. Before sailing for a run to China I looked the
winches over carefully and gave the chief a list of what I re-
quired for a complete overhaul.

I ordered a complete outfit of piston rings, and, finding that
all pins were slack in the valve motion, got a new set of turned
pins 1/16 inch larger in diameter than the originals. A couple
of reamers for holes of running size to new pins and a set
of radius blocks for the links were also indented for. Forged
steel keys for the sliding pinions were also obtained. New
valve-rod nuts and neck bushes to suit the piston and valve
rods were also made ashore.

The pistons, rods, guides and connecting rods, also the valve
gear of one side of the winch, were taken down successively
to the engine room and thoroughly overhauled. Piston rings
were filed to fit the bore of the cylinder in the proper location
for the steady pins in the piston. The guide bars were filed
straight and new oil channels made. Holes in the valve gear
were reamed and new pins fitted. The crankshaft was taken
down below, the journals touched up, the eccentric sheaves
tightened, straps adjusted and made a good, solid job with
no liners. Where the sheaves were out of round, as tested by
the straps, they were filed as close as we could get them.

T found it necessary, so badly had brasses been adjusted—
some of them had an assortment of six liners each side—to
solder thick liners on to the brasses to make a solid job. New
studs and bolts were made and fitted where necessary.

The crankshaft having had new keys fitted for sliding
pinions and thoroughly overhauled, was replaced and adjusted
in the bearings. The next process was to line up the engine
both sides.

A piece of flat %-inch steel was made having a slot to take
two studs on the cover end of the cylinder and being provided
with a string hole in the center. The crankpin was turned up
to half-stroke, and a string with a weight on the end from
the hole in the string guide, central both at cylinder cover and
stuffing box, led through.

The bottom guide bar was then bolted up and linered to suit

half the depth of the crossheads. The piston rod and cross-
head were then slipped into place, and the top bar adjusted to
suit the travel of the crosshead. The bottom bar should be
tested with a straightedge for spring, and a single liner only
should be used under each end of both bars. The piston is
now put on after the new neck bush is put in place and the
gland hung on. The cover joint is made, thus boxing up the
cylinder.

The piston was then bumped either end of stroke and a line
scribed on the top bar to show the extremity of travel. After
the crank-pin brasses have been carefully adjusted to the pin,
couple up the rod and test the clearance at each end of the
cylinder by turning the crank and noting the distance the
crosshead is at each end of the stroke from the marks made
on the top bar. By halving the difference found, the thickness
of the necessary liner at the foot of the connecting-rod is ob-
tained. Do not give the cylinder unnecessary clearance by
using a thick cover joint. Brown paper and boiled oil is a
quite good joint. The foregoing was completed both sides of
the winch.

The valve gear gave more trouble. The forged blocks put
aboard for the quadrant links proved to be 1% inch too large
in every dimension, and, as we had twelve winches, this meant
twenty-four blocks to be chipped and filed all over, or 144
faces in all. The metal proved tough, and I gave them up
reluctantly as a bad job. The existing quadrant blocks were
¥% inch slack to link after the latter had been filed parallel in
the radius. To meet the case I made Guntz metal shoes of
’%-inch metal, turning over the ends square to fit the blocks.

These shoes I tinned with a soldering iron on the inside all
over. Next, taking a piece of 34-inch steel plate, I made this
a good, red heat and stood two blocks upon it, with soldering
fluid, solder and iron and a large supply of patience, especially
the latter. I succeeded in tinning the face of the block, plac-
ing a good dose of solder on the tinned face and laying the
shoes for a moment or so face down on the hot plate. I
slipped the shoes over the block and quickly placed the block
in a vice and kept the shoe nipped on it until cold. A few
rubs with a file and I had a beautiful fit in the radius link.
No pins to secure the shoe were used, as the fork of the valve
rod would prevent the shoe working out, even if it became
loose.

As a matter of fact, when in Antwerp, four years later, I
found the same steamer discharging there. Going aboard, I
found my shoes were still in place and tight as a bottle.

The swinging links of the reversing gear were reamed out at
the pins with the rest. The adjustment of travel of the radius
link was done by drilling holes in the reversing lever quadrant
and. driving taper pins home at the extremity of travel, so
that the blocks could not bottom in the radius links. In fact,
T allowed % inch clearance at either end to increase the econ-
omy of working.

Valve faces were broken up with a file and trued as far
as possible. The cylinder face of the valve being difficult to
get at. we contented ourselves with breaking this up with a
block file. The horns of the valves close to the nuts were
dressed off flat, and the valve motion was adjusted to set the
valve by single liners under the foot of the eccentric rod.

As Tuck’s or round canvas packing, usually employed to

AUGUST, 1912

pack winches, is unsatisfactory, the packing (wire-woven
asbestos) for the high-pressure main engine valve rod was
split lengthwise into suitable sized square pieces and used to
pack all the glands.

The twelve winches took all four of us working all our time
off watch for five weeks, and some part of our watches as
well. But during the remainder of the time I was in the
steamer (two years) the winches were never touched, except
to pack. During this period the winches were running 150
consecutive days continuously, frequently 12 and 14 hours at
a stretch. We did a spell of coasting trade and never had a
winch breakdown.

Many chiefs have a belief that winches were put on board
to give healthy exercise to their juniors, and think that unless
the juniors are overhauling winches piecemeal more or less
on every run they are neglecting their duty. But it is my
firm opinion that one complete overhaul once in eighteen
months or two years is ample, if thoroughly well done. Also,
there is a tendency to follow the practice of the main engines
and use a number of liners for winch brasses. Experience
has shown me the fallacy of this. Winch brasses should be
metal to metal, no liners whatever being used except a single
thick liner at each end of the guide bars and liners under the
foot of the eccentric and connecting-rods. The clearance at
the ends of the stroke on pistons are frequently neglected, both
on main engines and winches.

Increased economy in fuel is quite marked by careful ad-
justment of auxiliary gear, and badly adjusted winches run
away with more coal than they are ever given credit for.

As an instance, I was consulted in reference to a small
steam plant ashore, which did not develop the required amount
of power and seemed high in its consumption of coal per
horsepower. Upon putting the plant under the proper test
conditions, I found that the boiler feed pump was using 15
percent of the total amount of steam produced.

Deck service steam joints have a happy knack of giving out
at inconvenient times. Frequently long ranges of pipes are
fitted without provision for expansion. .One range of copper
pipe I sailed with had no such provision. In 50 feet the ex-
pansion endwise was 10 inches as measured. Under these
conditions nothing but trouble with joints or deformation of
the pipe could be expected. As a remedy, bowling hoops,
large vertical round turns of pipe 3 feet in diameter, were
fitted on each range of pipe, either against rails or deckhouse,
and no further trouble was experienced, the elasticity of the
hoop taking care of the expansion.

In conclusion, were I a superintendent of a line of, say, fif-
teen steamers, doing a regular trade, it would, I think, pay
the company well if I secured a really competent man and
paid him well to look after the deck gear. JI would put him on
board with a lathe, boring apparatus for cylinders, valve seat-
ing gear and quite a big kit. He would sail in that ship until
he had everything quite O. K., drop off at a convenient port
and transfer to the next steamer along, keeping all his tackle
going until he had made a complete round of the vessels of
the company. The junior engineers would give him help, and
he would, subject to certain written orders, be under the or-
ders of the chief.

Such a course would save many a heavy port bill for the
owners; the work would be efficiently done, the chief being
held responsible for the proper employment of the suggested
man’s time. As a rule, the type of man who does what is
despairingly called dock-walloping does as little as he can, and
that as badly as possible. By the employment of the course
I suggest there would be no incentive to do the work other
than well. As the tackle would be continuously employed, it
would cost less than putting in expensive gear as a permanent
addition to the ship’s outfit. AMIE EUAASS

London.

INTERNATIONAL MARINE ENGINEERING

335

How to,;Deal with a Loose Crank Pin

The usual method of construction where cranks are not
forged solid, but built up (and the latter method is almost
essential for vessels of large size), is to turn the pin a shade
too large for the hole bored in the web when the parts are
cold. The webs are then brought up to a good red heat and,
while they, and the pin holes in them, are thus expanded, the
pin is placed in the holes. When this has been done cold water
is poured over the whole work, causing the web to contract
onto the pin and grip it firmly.

This method of contracting the webs onto the pin, while
a very satisfactory one, if the job has been well done and if
the pin has been proportioned exactly so as to have a good
shrinking fit, sometimes leads to trouble at sea, inasmuch as
the coefficient of expansion of mild steel is small and it is
difficult to exactly gage the right diameter of the pin rela-
tively to the holes. Should the pin work slack great trouble
is given to the engineers, and if it is allowed to remain slack
for any length of time it can easily lead to a total breakdown
of the engine.

When a slack pin is found the engine must be stopped at
once, if the vessel is not on a lee shore or in the midst of
traffic, and in any case very great care must be taken, as the
working of the pin in the web would soon make it a bad
breakdown. The crank should be placed upon its top center
and four or more holes should be marked off, in such a
position that the holes, when drilled,- will be half in the pin
and half in the web. It will be found that 1-inch tapping
holes will be about right. These holes should be carried into
the metal about the thickness of the web, and should be
tapped. Some screwed plugs should then be made a good
tight fit in the holes, and it will be found that this will make
a sufficiently strong and sound job to bring the ship home
under full steam. We We; 12,

Auxiliary Electric Plant Driven by an Oil Motor

The recent appalling disaster to steamship Titanic must
impress everyone with the great difficulties under which those
in charge of a ship work when passengers have to be trans-
ferred to the boats, and it is obvious that this difficulty is
enormously increased if this transfer has to be made in dark-
ness. In the case of the steamship Titanic the special con-
struction of the ship with boilers in small groups in separate
compartments appears to have enabled the engines driving
the dynamos to have continued at work long after the col-
lision. In most ships such a collision would have almost
immediately allowed water to rush into the boiler rooms and
put out the fires, thus shutting down the engines and throw-
ing the ship into darkness, which, undoubtedly would have
increased the loss of life. The White Star Company evidently
realized this possibility when designing the steamship 77tanic,
but a further development by the same company in the same
direction will perhaps interest the readers of this journal.

The installation referred to was installed a little while ago
on the new White Star liner Megantic, by Mirrlees, Bicker-
ton & Day, Ltd., on behalf of the White Star Company and
Messrs. Harland & Wolff, having for its object the continu-
ance of the Marconi apparatus, and of a considerable portion
of the lights, even after the whole of the steam machinery
below has been stopped by an accident such as that men-
tioned above. In this scheme a 45-brake-horsepower Mirrlees-
Diesel oil engine, directly connected to a dynamo, is installed
on an upper deck, and from the dynamo a separate circuit is
taken round the ship and connected with lights fixed in the
main passages, companionways, saloons, etc. This circuit is
also arranged to provide lights in the neighborhood of the
boats, in addition to being connected with the Marconi
apparatus.

330

From the above description it will be seen that in case of
a serious disaster such as that on the steamship Titanic, a
supply of electricity would be continued on board the ship and
give light for the free movement of people about the ship,
also for the launching of the boats, as well as giving current
for the wireless telegraphy right up to the last moment when
the upperdeck sinks below the sea.

The installation on the Megantic is set to work daily as
darkness approaches and continues until daylight, quite irre-
spective of the fact that the steam-driven electrical dynamos
are working. This is done so as to avoid any rush or hurry
to start up the plant in case of anything happening in the
night. Of course, an independent plant of this kind could be
driven by other forms of engines than the Diesel, but with
steam or gas engines the space occupied would be greater
and the handling of coal on an upper deck would cause con-
siderable nuisance. Gasoline (petrol) or kerosene (paraffin)
engines might be suitable for the work, but the oils they use
would be quite unsafe on board a large ship, and in fact are
prohibited by Board of Trade regulations. The oil used on
the engine just mentioned is cheap residual petroleum; 7. e.,
the heavy residue left from crude petroleum after all the light
oils have been distilled off.

It is believed that the arrangement described is a life-
saving appliance of the greatest value, as with ample light
boats can be much more quickly and safely launched than in
darkness or semi-darkness. Also, the extended time during
which the wireless telegraphy apparatus can be worked gives
a greater chance of help being obtained. The fact that the
White Star Line has been the first to try this scheme proves
their desire to do everything possible to secure the safety of
their passengers. CuHas. Day, Managing Director,

Mirrvees, Bickerton & Day, Lrp.

Hazel Grove, near Stockport.

Two Breakdowns

An air pump plays such an important part in the economy
of the marine steam engine that a breakdown not only causes
stoppage, but if the damage is beyond the limited resources
of the engine room such a breakdown leaves a steamer in an
awkward plight. All the pumps in an ordinary 10-knot
freighter are driven by levers from one engine (high-pressure,
intermediate-pressure or low-pressure); practically no im-
portant part is carried in duplicate, as the breakdowns usually
are confined to replacement of valves.

A steamer left Marseilles for the Black Sea, returning 16
hours later for repairs, with steam coming through the engine-
room skylight in volumes as she proceeded to a berth. The
cause was curiously simple. The air pump was overhauled in
port, the valves (of fiber) in the bucket were replaced by new.
The distance between seat and guard of the valves was 4
inch, the valves 5/16 inch in thickness. These valves were of
‘such poor material that after a short spell of duty they
swelled up tight to the guards, when the descent of the bucket
on an unyielding mass of water played the mischief all round.
The air pump rod was bent, a pump crosshead bent, both caps
of the bearings were torn off at the fulcrum of the levers,
breaking away part of the framing on the columns. The levers
themselves were also badly twisted. Thus at one stroke the
whole of the pumps were rendered useless.

After a short consultation, the chief decided to put back to
Marseilles for repairs. To do this the low-pressure engine,
by which the pumps were driven, had the slide chest cover re-
moved, and after clearing up the wreck a bit the steamer ar-
rived back in port exhausting steam into the engine room.
The donkey pump was used to feed the boilers, sea-water, of
course, being used. Repairs occupied four days, the defective

INTERNATIONAL MARINE ENGINEERING

AUGUST, I9I2

fiber valves which caused the trouble being replaced by metal
disks of the Kinghorn type.

The second case was even worse, as the steamer on which
it occurred had about 1,000 miles to run to her destination,
the only explanation possible being that the feed pumps were
defective, failing to deliver to the boilers for an appreciable
time before the smash came. A quantity of water, therefore,
accumulated in the condenser, and the motion of the ship thus
projected more water into the air pump than could be dealt
with by the overflow. The barrel of the pump burst, the cover
was wrenched up, the rod bent double and the bucket torn off,
twisted and broken in several pieces. Repair was out of the
question. Fortunately, the damage was confined to the one
pump, the remaining pumps being good and serviceable. A
long run was completed with no air pump and without a
vacuum on the condenser.

To prevent the possibility of internal pressure, a hand-hole
was removed from the top of condenser; connection was made
to the bottom by means of two pieces of flanged steam pipe
taken from the deck. The bottom of the feed pumps having
covers, made this easy at one end, but the bottom of condenser
was drilled and studded to form joints there.

A slower run was made by the steamer, but the results were
creditable; and—although I do not remember all of the de-
tails—the condensed water was fed back to- the boilers, and
the diminution of speed not so great as might be expected.

It was fortunate that the steamer was of a modern type, in
which the pumps were lower than the condenser, as feed
pumps of the ram type on the main engines are unsuitable for
a suction lift, the pump chamber filling by gravity. This is
arranged for when the pumps are fed in the ordinary way, the
hot-well being level with the suction valves of the feed pumps.

Failing the method used, it would be possible in most ships
to circulate the condenser with the bilge donkey pump, feeding
the boilers with the feed donkey pump, using connections pro-
vided for the purpose. But these pumps are provided for
duties of an intermittent character, cases haying come under
my notice where the feed donkey failed to deliver into the
boilers while under full steam. In any case, a good deal 0}
trouble would have been experienced using the donkey pumps
in this fashion. Modern boats ef a better class now carry
their pumps as auxiliaries, being separate from the main, as
quite 60 percent of minor breakdowns on the older type en-
gines were due to pump troubles.

In a steamer having the pumps lower than the condenser
the foot valve usually fitted to the air pump can be dispensed
with, even if the pump is not of the Edwards type. In the
first case the breakdown could not have occurred if the foot
valve had been absent, the mass of imprisoned water between
bucket and foot valve being responsible for the damage done.
The valves were of a bad type. Fiber has always a tendency
to peel, and I consider the makers of the defective valves
morally liable for the damage done.

In the second instance the overflow from the hot-well back
to the condenser must have been small or choked; the cause
quoted seems to be the only possible to meet the particulars
brought under my notice at the time. As cessation of the
clack of the check valves should have been noticed as soon as
it ceased, some amount of blame would seem to rest on the
charge of neglect. OBSERVER.

The Hardware Trade Journal, the Cabinet Maker and
Complete House Furnisher, the Goldsmiths Review, the
Export World, El Comerciante Argentino and other publica-
tions issued at 31 Christopher street, Finsbury Square, Lon-
don, E. C., by several companies, have all been amalgamated
with Benn Bros., Ltd. Mr. E. J. P. Benn, managaing director
of the new company, is director and publisher of INTERNA-
TIONAL MARINE ENGINEERING at the same address.

AvuGust, 1912

INTERNATIONAL MARINE ENGINEERING

337

Review of Important Marine Articles in the Engineering Press

On the Measurement and Automatic Recording of Dead
Reckoning.—By F. R. S. Bircham. The paper proper con-
siders the work already accomplished in this line by others,
describing briefly their inventions and the service they render.
The author then presents a summary of the requirements for
a machine such as is needed for the accurate automatic

recording of a ship’s course, making allowance for turns, -

error in distance while ship is altering speed and error in
course when following. The requirements which he con-
siders necessary for the device are: 1. The placing of small
crait on the same level with larger ships in regard to dead-
reckoning position, and enable that position to be read off
instantly at any moment. 2, Ability to be operated by a
person not skilled in navigation. 3. Ability to work out a
- position more accurately than at present possible when speed
and course have been altered frequently. 4. The recording
of alterations of course on strip of paper and number of miles
steamed and time. 5. Indicators to be resettable so that re-
corder may be corrected from time to time. In a lengthy
appendix following the author then describes in detail a
device invented by Lieutenant F. G. S. Peile, R. N., which
fulfills the above-named qualifications. The mechanism being
somewhat difficult to describe concisely that will not be at-
tempted here. All of its operations are automatic, the ad-
justments and allowances being set by the navigating officer
and requiring but a moment’s attention, thus giving an
accurate record even in times when the officers have little
attention to give to the matter of dead reckoning. Illustrated
with drawings.—Read before the Institution of Naval
Architects.

The Shipbuilding Industry of Germany.—By Count Ernst
von Reventlow. A general review of the growth of German
shipbuilding, with reference to the legislation used for the as-
sistance of private industry. Perhaps it is not so well known
in the United States as abroad that German shipbuilding is
of recent origin as applied to vessels of considerable size.
For some time the leading German shipping companies bought
their ships in England. There, orders of any size could be
handled in the shortest time, and only the requirements of the
German mail subsidies brought these orders to the home yards.
It was through the foresight of Prince Bismarck, who intro-
duced the bill into the Reichstag, that contracts were made
with steamships built in German yards, and so far as possible
of German material, for carrying the mails. This act, to-
gther with the naval shipbuilding brought to the yards on ac-
count of the upbuilding of the Imperial navy in the years fol-
lowing, has given the yards enough work to enable them to be
brought to a high state of development. Especially after the
Dreadnought type began to influence naval shipbuilding the
leading yards enlarged their plants to accommodate the new
order of work, and the policy of the German navy to build
equal to the best has recently brought out several ships that
are considered highly by naval constructors of all the Powers.
The latter part of the paper is devoted to descriptions of the
private shipbuilding yards in Germany, among which are the
Vulcan Company of Stettin, the shipyard of F. Schichau of
Elbing and Dantzig, Blohm & Voss, the Howaldt Works, the
Weser Company, the Krupp Germania Yard at Kiel, the
Bremer Vulcan and others. 9,500 words, illustrated.—Cas-
ster’s Magazine, April.

The Battleships of the New Kaiser Class—A comparison of
points of design, principally of armament, of the latest class
of German battleships, as instanced in the Prinzregent Luit-

gine, but this may be improved with further experience.

expansions of eight rows of blades.

pold, recently launched, with the latest types in other navies.
The principal dimensions and specifications of this class of
ships are: Length, 564 feet 3 inches; breadth, 95.15 feet:
draft, 27.2 feet; displacement, 24,500 tons. A speed of 22
knots is expected, and although the motive power given is
25,000 horsepower, the actual will probably be much more than
this. As shown ina table accompanying, the size of this class
exceeds that of the Conte di Cavour, Jean Bart, Settsu,
Hercules, Viribus Unitis and Petrapawlovsk, but is exceeded
by the Arkansas and the Moreno. The speed expected ex-
ceeds all those named except the Petrapawlovsk and Moreno.
The main battery of the Kaiser class consists of ten 12-inch
guns mounted in five turrets, so that six guns will fire ahead,
eight astern, and all ten broadside. Indications are that the
t4-inch gun will soon become the standard big caliber gun in
the German navy. The armor belt is carried out to the ends
of the ship. Time of building for the ships of the class aver-
ages about 37 months from laying the keel. 1,400 words.—
The Engineer, March 20.

The Twin-Screw Motor Ship Selandia—Paper Third.
This installment of the series tells of the engine-room ex-
perience of a traveler on the Selandia and his opinion of
how the Diesel motors behaved in actual practice. It was
found that the engineers soon came to feel familiar with the
new type and the voyage was uneventful throughout. The
motors were a trifle more noisy than a well adjusted steam en-
The
vibration was noticeable in the immediate vicinity of the ma-
chinery space, but at least part of this was due to fast-run-
ning auxiliaries. The reversing was accomplished easily and
quickly. To the average marine steam engineer the number
of rods about the motors might seem excessive, but for the
work to be done by them the number is a minimum. The en-
gine-room staff was finished with its work a few minutes after
tying up at the end of the voyage, there being no ashes to
dump, fire to draw, or cleaning up to be done. The fuel con-
sumption was given as 1144 tons of Roumanian residual oil
per 24 hours for the full 2,500 brake-horsepower. This was
slightly better than the guarantee. Illustrated with plate
drawing of plan and elevation of engine. 3,500 words.—The
Engineer, March 22. ;

A New Marine Diesel Engine.—An illustrated description
of the new marine Diesel engine being built by Messrs.
Franco Tosi, of Legnano. It is of 500 horsepower, two-cycle
type with four cylinders and attached double-acting scaveng-
ing pump, run from rocker arm, and separate oil fuel pumps
for each cylinder. Special features are the separate piston
rod and connecting rod, arrangement for examination of
piston, water cooling and arrangement to start part of the
cylinders on oil whereby engine may be run smoothly at dead-
slow speed. A detailed description is given.of the reversing
mechanism. The large experience of this firm in other types
of Diesel engines augurs well for success in the mechanical
end of this design at least, and the general excellence of the
design predicts for it a successful commercial career. 4,900
words.—The Engineer, April to.

Parsons’ Steam Turbines for an 18-knot Ocean Liner—A
complete detailed description of the machinery of this ship,
whose name is omitted but may be readily guessed. The in-
stallation is compound, consisting of one high-pressure tur-
bine, having four expansions of sixteen rows of blades each
and two low-pressure turbines in parallel, each having eight
On the same drum with

338

turbines, each
The blading of
all the turbines is so arranged that the thrust may be taken
‘Thrust
blocks are provided for the difference in pressure of thrust,
due to variation of speed from the designed speed. Numerous
detail and assembly drawings illustrate the installation very
clearly. On trial the plant has developed about 20,000 shaft-
horsepower and drives the ship 18% knots. The designed
speed of the shafts was 290 revolutions per minute.—Engi-
neering, March 22.

are the reverse
having four groups of nine rows of blades.

the low-pressure turbines

up as nearly as practicable by the steam pressure.

Marine Motor—vThe ,description of a very satisfactory de-
sign of motor built by Messrs. Simpson, Strickland & Co., of
Dartmouth as an auxiliary for the barge yacht, Thoma II.
Besides being a description of this installation, the article is
a commentary on the principles of gas-engine design in gen-
eral and emphasizes the important features to be considered,
especially that of accessibility, of all parts that need any
attention whatever, the author claiming that this is desirable
even more than any equivalent saving in weight, space, or
cost. After showing how every part of this engine is thor-
oughly accessible, the author takes up in considerable detail
the description of the lubricating system, arrangement for
keeping moisture from the carburettor, and gearing of engine
to the propeller shaft. The arrangement shows the motor
placed up on deck and connected to the shaft by means of
gears and a chain. The cylinders are not only placed slightly
off the center of the crankshaft, but the entire engine is
placed considerably off the center of the boat. The engine
has four cylinders, 434 inches by 5% inches, which give 32
horsepower at 80o revolutions per minute. Illustrated by
drawings and photographs. 4,900 words.—The Engineer,
May 3.

A Commercial Type Marine Motor—Vhis article deals with
the mechanism of a four-cylinder oil engine designed for the
heavy service of fishing smacks, barges, and such craft. The
motor’s cylinders are 834 inches diameter and 1034-inch stroke,
and at 350 revolutions per minute develops 38 brake horse-
power on a consumption of 0.63 pint of Rocklight oil per
horsepower hour. The general design is very good and shows
much care and forethought in providing in convenient places
on the engine location of the numerous auxiliary parts. In
operation it is said to be quite satisfactory. Blow lamps are
used to heat the vaporizer when starting. Two ignitions,

Bosch high tension magneto and coil and accumulator,
are fitted. Reversing mechanism is quite heavy and suitable

for the rough handling to which it is liable. Accessibility has
been well emphasized in the design. Well illustrated with pho-
tographs and drawings. 5,200 words.—The Engineer, May to.

Engine and Boilers for a Dutch Colonial Government
Steamer.—A complete equipment of propelling machinery has
recently been supplied by Messrs. McKie and Baxter, of Glas-
gow, for the Dutch Colonial Government. The plant consists
of two large Yarrow boilers so designed that coal or oil may
be fired with very little change of fitting, and a four-cylinder
triple-expansion engine driving a single screw. The engine
has cylinders 16, 26, 30, 30 inches diameter and 24-inch stroke,
balanced on the Yarrow-Schlick-T weedy system, and expected
to develop 1,500 indicated horsepower at 200 revolutions per
minute. The condenser, which is constructed on the Contra-
flo system, has a cast brass body. The main steam pipe
is of solid drawn steel. The fuel-oil apparatus is on the
Wallsend Slipway Company’s system and works in conjunc-
tion with the forced draft system and heated air supply. Il-
lustrated by photographs and several sheets of drawings. 500
words.—Engineering, May to.

Electric Power in Railway and Marine Terminals—By R.

INTERNATIONAL MARINE ENGINEERING

AUGUST, I9I2

H. Rogers. This article tells in a general way of the greatly
developing need of adequate terminals in handling railway
and steamship traffic, and shows the direction in which this
need is being met in New York by the Bush Terminals and in
Seattle by the newly planned Harbor Island Terminal. The
opening of the Panama Canal will see such a great and sudden
increase in traffic that few ports will be able to take care of
the increased business which will come to them. The obvious .
solution, it is claimed, is the use of electricity along the lines
already begun at these two examples of terminal stations.
illustrated. 3,100 words.—J/ie General Electric Review.

New Electric Welding Process—Messrs. Siemund & Wen-
zel, electric welders, of Liverpool, have introduced a new
method of electric welding which has been very successfully
used. The method is as follows: The current is obtained
from a generator running from 30 to 60 volts, direct current.
This generator has an adjustable rheostat in series with the
field, which, together with the field, is in shunt to the arma-
ture. The positive pole of the dynamo is connected to a
quieting resistance coil, and from this coil to a welding clamp
which holds the welding wire. The welding clamp consists
of the main body and a spring metal blade, both of soft iron.
The clamp is wound with a number of turns of insulated
copper wire, which, being connected to both ends of the
clamp, constitutes a branch circuit through which passes a
portion of the welding circuit corresponding to the drop in
tension between the points of the clamp, and magnetizes the
clamp and also the welding wire, which is held by it to such
a degree that as the molten metal at the end of the welding
wire detaches itself, it will follow the lines of force and de-
posit itself at the point to be welded. Extensive repairs on
such work as boilers, furnaces, plating, stern frames, have been
successfully made. 1,400 words.—The Steamsiup, May.

Some Aspects of Diesel Engine Design—By D. M. Shannon.
Paper read before the Institute of Engineers and Shipbiuld-
ers in Scotland, April 23. The paper is full of figures and
facts of practical importance for the Diesel engine designer.
Commencing with a general consideration of the subject of
efficiency of the Diesel engine as compared with the recipro-
cating steam engines and turbines, the author states that the
oil reciprocating engine is only a step on the way towards
the oil or gas turbine, whose difficulties none but the experi-
menters fully realize. The question of limits of size of the
Diesel engine of the present form, he thinks, presents no in-
surmountable difficulty, and a design is suggested that would
make possible as large a marine plant as any yet built or
building with steam as the motive power. From this hopeful
beginning, Mr. Shannon goes into the question of crank-shaft
sizes, best number of cylinders and arrangements of cranks
for twisting and bending moments, his statements in figures
fortihed by formidable tables and diagrams of loads and
moments. Other points considered are main bearings, con-
necting rod caps and bolts, valve gear diagrams, and air com-
pressors, this last in great detail. As a whole, the paper is
one well worth study by all interested in oil-engine develop-
ment. 5,900 words.—Engineering, May 3.

Radiotelegraphy with Special Regard to Ship Installation.—
By Director Bredow, of Berlin. Abstracts of a paper before
the thirteenth meeting of the Schiffbautechnische Gesellschaft.
An account is given of the rapid commercial development of
German radiotelegraphy to a leading position, and the scien-
tific investigation which has resulted in present-day knowledge

' of what may be done and how best to do it, in this line of

experiment. Taken up at some length are the subjects of
range, wave length, influence of earth and atmosphere, power
required, instruments, and the geographical distribution of
stations. Illustrated. 3,900 words.—Engineering, May 3.

AUGUST, 1912

Published Monthly at

17 Battery Place
By ALDRICH PUBLISHING COMPANY, INC.
H. L. ALDRICH, President and Treasurer

Assoc. Member of Council, Soc. N. A. and M. E.

New York

and at

Christopher St., Finsbury Square, London, E. C.

KE. J. P. BENN, Director and Publisher
Assoc. I. N. A.
H. H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston
ass.

Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

INTERNATIONAL MARINE ENGINEERING

Notice to Advertisers.

Changes to be made in copy, or in orders for advertising, must be in
our hands not later than the 15th of the month, to insure the carrying
out of such instructions in the issue of the month following. If proof
is to be submited, copy must be in our hands not later than the troth of
the month.

The approaching completion of the Panama Canal
naturally attracts the attention of the commercial
world to the preparations that will be made for the
increase of water-borne traffic which will result at the
various seaports of the Atlantic, Gulf and Pacific
coasts of the United States. The amount of shipping
that will be brought to these ports will depend, among
other things, upon the facilities which will be provided
at the steamship terminals for the rapid and cheap
transhipment of freight from the steamships to the
railroads and to local destinations. The single oper-
ation of handling miscellaneous freight at the terminals
forms such an important item in the cost of transpor-
tation that it should be given first consideration in any
steps towards the improvement of terminal facilities.
It is generally recognized that the terminal facilities
at most American ports are badly in need of modern-
izing. The slow and costly method of doing this work
by manual labor is still adhered to in the majority of
cases in spite of the fact that in recent years nearly
every important foreign port has spent large sums of
money for the installation of extensive systems of me-
chanical appliances for handling freight. Since the
ports on the Great Lakes have developed such highly
efficient systems for handling bulk cargo it is not to
be supposed that the seaports will longer delay action

339

in improving the handling of general cargo at their
steamship terminals. The seaports do not stand alone
in this need, however, for the opening of the Panama
Canal is expected to have an important influence on the
development of marine transportation on the Missis-
sippi River and its tributaries. Here the need of ade-
quite river terminals and suitable connection with rail-
road traffic is even more imperative in order to reap
the benefits from the work which has already been
done in improving these inland waterways. [Every
port, of course, whether on the coast or on an inland
waterway, presents its own problems according to its
natural resoruces, but they all have this in common—
the handling of miscellaneous freight must be accom-
plished in some more rapid and economical way than
the present practice of depending almost entirely upon

manual labor.

It is a common complaint among marine engineers
that accurate data regarding the performance of ma-
rine machinery, except in the case of naval vessels,
are difficult, if not impossible, to obtain. In only rare
instances are complete tests of the main engines and
boilers made in regular service. When a trial trip is
undertaken it usually consists of nothing more than
the necessary run from the builders’ yard to the own-
ers’ pier and the only data available are the perfunc-
tory statements that “the engines worked very satisfac-
torily” and that “the ship attained its contract speed,
or a little better.” The main engines may be indi-
cated or the shait horsepower measured if turbines are
installed, and a fairly accurate estimate of the power
developed ascertained, but for any accurate figures as
to the amount of fuel consumed, the quantity of water
evaporated per pound of fuel or per square foot of
heating surface or the amount of steam used by the
main engines and auxiliaries under various conditions,
the engineer must depend more or less upon guesswork
based upon the average performance of the vessel for
a season’s run as indicated by the company’s fuel bills
and other approximations. Where oil fuel is used the
engineer has an opportunity to determine with a very
considerable degree of accuracy the actual amount of
fuel used, providing the measurements of the contents
of the oil bunkers are carefully made. A most useful
and accurate method of doing this is explained in an
article which we are publishing in this and the follow-
ing issue. The author, whose experience along these
lines enables him to discuss the subject with authority,
explains the probable causes of inaccuracies in the de-
termination of such figures and outlines the method of
procedure for accurately obtaining them. With the
increasing use of oil for fuel in the merchant marine
service many of our readers will no doubt have an
opportunity to apply this method and secure some in-
formation as to fuel economy that can be looked upon
as reliable.

340

INTERNATIONAL MARINE ENGINEERING

Aucust, 1912

Improved Engineering Specialties for the Marine Field

The Oxy=Blaugas System

What is claimed to be a great advance in the progress of
the metal welding and cutting industry has been brought
about recently through the introduction of the Oxy-Blaugas
system by the Atlantic Blaugas Company, of New York.
While this system is operated in practically the same manner
as the various oxy-acetylene systems, it has numerous advan-
tages from a commercial point of view. Blaugas, which is
used in combination with oxygen in the usual manner, is a
compressed liquefied distillation gas produced from mineral
oils. In the process of its manufacture the gas is reduced
to 1/4co of its volume and all poisons and impurities are re-

moved. One cubic foot of expanded Blaugas contains 1,800

British thermal units. Blaugas is especially well adapted for
welding, cutting and brazing purposes on account of its ex-
ceptionally high heat value, its very narrow explosive range
and its unparalleled transportability. The explosive range
of Blaugas is only 4 percent, this being the narrowest range
of any known commercial gas. ,

Blaugas is sold by the pound in steel cylinders, 43 inches
high and 8 inches in diameter. Cylinders contain an average
of 20 pounds of liquid Blaugas, which is sold at a standard
price of 10 cents (5 pence) per pound. Each liquid pound
expands into 12% cubic feet of free gas, and from the above
it may be figured that each cylinder contains approximately
250 cubic feet of gas at a price of only 4/5 cent (.4 pence) per
cubic foot.

Taking into consideration the extremely low price of
Blaugas, and the fact that amazingly large quantities are
contained in small, easily-handled bottles, it may readily be

seen that this system of metal welding and cutting is ex-
ceptionally economical.

A very important advantage of Oxy-Blaugas welding over
the other autogenous welding systems is that the flame of the
Oxy-Blaugas torch is much broader than that of the torches
of the other systems, thereby insuring a greater and more
uniformly heated area of the metal to be welded and pre-
venting the high tension in the welded material. It is a well-
established fact that, through the great differences of tem-
perature produced in the material to be welded, a tension is
created within the immediate area covered by the flame, and
if the metal is subjected to tensile strength test it will fre-
quently break directly beyond the weld, which disadvantage is
greatly lessened with the Oxy-Blaugas system.

Besides being a most desirable medium for all welding,
brazing and metal-cutting work, Blaugas is also used very
largely for lighting, cooking and heating in homes, yachts,
vessels, etc.

Elastic Corrugated Tubes

O. N. Beck, 11 Queen Victoria street, London, E. C., has
on the market a special line of corrugated tubes, made of
either seamless steel tubes or, in larger sizes, wrought iron
tubes welded with overlapping seams and rerolled for use
in pipe lines where bends of small radii or expansion and
vibration joints are needed. The tubes are also useful for
increasing the heating surface of boiler and superheater tubes,
as well as relieving the strain on boiler heads and increasing

the whirling motion of steam. The peculiar method of manu-
facture by special machines of registered design ensures an
absolutely uniform thickness of metal in all parts of the tubes.
The tubes are manufactured of an inside diameter of from 35
to 450 millimeters. The inside diameters and thicknesses
correspond to the standard sizes of boiler tubes. The process
of manufacture is such that, after pressing out the corru-
gations which always arch outwards, the pipe retains its
exact original internal diameter throughout, the corrugations
Leing parallel and not spiral, as in the ordinary well-known
flexible tubing, affording therefore a certain amount of axial
elasticity.

It is interesting to make a comparison between the ordinary
loop joint and an expansion joint made of corrugated tubing.
The maximum compensating capacity of the well-known type
of expansion bend of a bore of, say, 10 inches, length of 10
feet and a projection of Io feet, is 2 inches, while a bend made
of corrugated tubing will, with a length of 4 feet 7 inches
and a projection of 5 feet 3 inches, take up an expansion of
5% inches. Thus a pipe range in which an expansion of
5% inches has to be accommodated would require three ordi-
nary loop joints of a total length of 86 feet, or only one piece
of corrugated tubing of about 15 feet. Apart from the con-
siderable amount of space taken up by these huge bends,
which, of course, is not always available, the corrugated
joint not only ensures a smaller degree of cooling, owing to
the very considerably shorter length, but also entirely ob-
viates all strain on the flanges and connections.

AUGUST, I9I2

Seamless Steel Semi=Folding Boat

The boat illustrated is designed by the Seamless Steel Boat
Company, Ltd., Wakefield, to retain the special features for
which the standard seamless steel lifeboat is noted, 7. e.,
strength, durability and seaworthiness, absence of leaking,
and yet at the same time occupy much less room on the
ship’s deck than the ordinary boat. The lower part of the
hull up to beyond the load waterline is made in the usual
manner of seamless steel boats; each side consisting of one
sheet of galvanized steel riveted to a T-bulb section mild steel

INTERNATIONAL MARINE ENGINEERING

341

Improved Alluvial Hand and Power Washing Machines

The alluvial washing machines manufactured by Arthur R.
Brown at 54 New Broad street, London, E. C., comprise the
following special features: The height to which the material
has to be shoveled is very much less than in other machines,
and the special jigging action of the boxes is claimed to givea
more perfect separation of the particles of gold or other
metals that are required to be separated from the gravel.
The height is reduced owing to the two boxes being jigged
in opposite directions, which allows the material to drop

SECTION

MIDSHIP

PLAN

keel bar; the upper portion of waterproof canvas forms a
shield from the wind and spray, and is not an essential por-
tion of the floating capabilities of the boat; the steel hull
_being completely buoyant and seaworthy in itself. The
canvas is supported by galvanized iron stanchions, which
hinge down upon the seats, and can be easily raised and are
automatically held in position when upright.

A great advantage claimed for the seamless steel boats is
that the method of construction permits the air-tight cases
(or buoyancy chambers) to be built into the hull itself,
serving the double purpose of strengthening the hull and of
floating the boat and the passengers even when the boat is
full of water. The method of constructing these tanks is,
briefly, as follows: About 3% feet from each end of the
boat a watertight steel bulkhead is fitted, on top of which,
reaching right to the end, is fitted a watertight steel deck,
thus forming the ends of the boat into air-tight chambers of
large capacity. _Along each side of the boat are fitted steel
plates, pressed to such a shape that when riveted to the hull
they form continuous air-tight compartments from bulkhead
to bulkhead. For further safety, however, these are divided
into six separate chambers by means of watertight division
plates, the total capacity of the buoyancy chambers being so
much that the boat (loaded) would float even if two of them
were pierced. Watertight doors are fitted to each com-
partment to give access for inspection, cleaning or painting,
the door being either of the single-bolt fastening type (as
shown in upper section), or of the ordinary lid type with set
bolts (as shown in lower section). Lifelines are becketed
right along the sides, extending to the keel, so that if the boat
were floating overturned they would afford a means of cling-
ing to and obtaining a foothold on the bottom of the boat.
The alternative section of the boat on the drawing shows
bilge keels fitted with hand grips instead of the lifelines along
the bottom, as this method may be preferred in some cases.

Seating accommodation is provided for forty passengers,
and the boat is capable of carrying at least seventy. Row-
locks are fitted for rowing, with fittings for mast and sail
and hooks or slings for lifting on davits.

direct from the lower end of the top box to the upper end
of the lower box, thus dispensing with the fixed inclined
shoot used in other machines to deliver from the top to the
bottom box. Another advantage is that the material not only
passes over two jigging boxes but passes over as well a
stationary sluice box, which has the advantage of not only

giving an extra large area for saving the gold but also en-
ables the tailings to be carried some distance away from the
machine.

The machine can be worked by one man working the handle
on the fly-wheel, or by two men, and the pump can either

be worked separately or from the fly-wheel. In places where
it is possible to get horses or mules, it is an advantage to
have, in addition to the machine, a horse-gear, arranged to
work either one or two machines, thus leaving the man free
to shovel the gravel.

The material is shoveled into a hopper at the top of the
machine, whence it falls on to a grizzly, where the large

342

stones are separated out and the fines fall through on the
expanded metal and matting on the bottom of the top box.
After the fines have been jigged down to the lower end of
the top box, they fall on to the upper end of the lower box,
and are then jigged in the opposite direction down a sluice box.

Two sets of matting are supplied to each box and sluice
box, and one set of expanded metal, also 30 feet of suction
and 10 feet of delivery (armored) hose. The shipping weight
of each machine is approximately 16 cwts. without the horse-
gear. The shipping weight of the horse-gear is approxi-

mately 10 cwts.

Dermatine Cup and Ram Rings
Dermatine is a metal which it is claimed will stand more
wear and rougher usage than leather, rubber or gutta percha,
and it is, therefore, used in the manufacture of many of the
articles which formerly were made of these materials. The
manufacturers are the Dermatine Company, Ltd., 93 Neate

Fic. 1

FIG, 2

street, London, S. E., and two of the products of this com-
pany in which Dermatine is used in greater quantities than
any other are belting and hose. A special grade of suction
hose, which is manufactured with imbedded spiral wire, is
particularly useful for marine work.

Dermatine valves, both flexible and hard, fitted with patent
anchor bushes, which add much to the length of the life of
valves for air pumps and force pumps, have been described
in previous issues of this journal. Dermatine valves are
particularly adapted to resisting steam and oil, and are there-
fore useful for all kinds of pump work. Dermatine has also
been applied to the construction of pump cups, as shown in
Fig. 1, and its use has been found to increase the life of
rings for hydraulic apparatus far beyond the life of leather
rings. A special design of Dermatine rings is shown in Fig.

2, which is called the Dermatine hydraulic “U,” or ram ring.

Oxy=Acetylene Apparatus for Ship Work

With oxy-acetylene apparatus used for cutting on steel
ships, barges and dredges under course of erection, it is
claimed that the torch will cut manholes, strainer holes, etc.,
through the plate at approximately one-eighth the cost and
time in which it would be effected by air chippers or other
tools. The work can be done anywhere the operator can
climb with the torch in his hand; the cut is narrow and
smooth and requires practically no subsequent dressing up.
Spots of manganese, etc., in the plate, which would dull and
break cutting tools, offer little or no resistance to the flame
and high-pressure jet of oxygen. Also, in the welding to-
eether of angles and building up sections and forms the weld-
ing feature of the torch shows a saving also very pronounced.
A great advantage of the torch on the work is that it is
handled by one man instead of having several men haul
large pieces out of a big furnace and striking while the iron
it hot, perhaps requiring two or more heats to finish a weld

INTERNATIONAL MARINE ENGINEERING

AUGUST, I9I2

and resting between heats. By the oxy-acetylene method the
sections are simply lined up in position, and one operator
with the torch and its intense concentrated flame welds up the
joint quickly and efficiently, and with no loss of time or
handling.

A type of portable plant (Fig. 1), designed especially for
welding and cutting in shipyard and similar work, is manu~

factured as a part of the regular line of the Alexander
Milburn Company, 505-507 West Lombard street, Baltimore,
Md. The generator furnished is 50 pounds carbide capacity,
automatic in operation, and assures an ample supply of acety-
lene at a low cost per cubic foot. The oxygen is supplied

Fic. 2

in any desired quantity in portable cylinders, which can be
carried always on hand.

Another equipment, which has been developed principally
for wreck trains on railroads, but which should also be in the
tool department of every important ship on the sea for
emergency repair work, is the Milburn tank storage welding
and cutting plant (Fig. 2). The essential parts of this plant
consist of a tank of acetylene and a tank of oxygen, with
valves, torch, hose, etc., packing into a space 2 feet square by
4 long, while the complete outfit, including a reserve tank of

AUGUST, 1912

acetylene and three of oxygen, giving ample supply for a
large amount of repairing, takes up very slight space. All
tanks as emptied in use are exchangeable for full ones at
ports. By the storage tank system the acetylene costs some-
what more per cubic foot than by the generator system, as
advocated for ship yards.

Technical Publications

The Lifeboat and Its Story. By Noel T. Methley. Size,
834 by 5% inches. Pages, 318. London: Sidgwick &
Jackson, Ltd. Price, 7s. 6d. net.

This is written from the popular standpoint, and the author
has taken’a great deal of trouble in securing his information
from a variety of sources in all parts of the world. The first
few chapters are written from the historical point of view,
and trace the evolution of the lifeboat from the earliest days
to steam and motor-propelled vessels for life-saving. The
British lifeboat system is studied, together with the station
and its equipment. This is followed by a chapter upon “the
lifeboat at work,” in which details associated with some big
rescues from wrecks are included.

Details of the life-saving service in various countries cover
five chapters. ‘We are a little apt,” says the author, “to look
at our own well-nigh periect system and to plume ourselves
upon the superior quality of our humanity. It will be quite
a surprise to many to find that the same spirit and the same
endeavor are world-wide. It is not too much to say that
almost every civilized country that needs a maritime life-
saving service has done its best to provide one, and in its
human efforts it is pretty certain that it has been well sup-
ported by the public, for the lifeboat cause everywhere is a
popular one.”

An interesting chapter on “Freaks and Oddities” is in-
cluded, which details some of the extraordinary inventions
which have been made in the field of life-saving. Another
section deals with the rocket and wreck gun, and a concluding
chapter compares and contrasts the services of the world.
Nearly 70 reproduced photographs illustrate the work and
enhance its interest.

The Western Gate. By Patrick H. W. Ross.
inches. Pages, 153. New York, rorr:
Company. Price, 75 cents net.

In this book some novel ideas are enunciated regarding
the restoration of the American merchant marine. The
principal idea seems to be to establish a free port in that
portion of the State of Washington lying west of the Cas-
cade Mountains, and to build up in that section of the country
a shipping and shipbuilding center which would be com-
parable with Glasgow, Belfast, Stettin, Nagasaki and other
foreign shipbuilding centers. The author admits that some
provision would have to be made for help by Congress to get
the necessary ships, and also that the first requisite for build-
ing up the merchant marine is to create in the people through-
out the country an ardent desire to own ships. The actual
process by which this purpose could be accomplished, how-
ever, is left to the reader’s imagination.

The Steam Engine and Turbine. By Robert C. H. Heck,
M. E. Size, 6 by 9 inches. Pages, 631. Illustrations,
4o1.. New York, torr: .D. Van Nostrand Company.
Price, $5 net.

Those familiar with the mechanical engineering depart-
ment of Rutgers College will need no introduction to the
author of this work, nor to a portion of its contents, as part
of the volume is adapted from a previous book written by
the author, entitled “The Steam Engine and Other Steam
Motors.” The present book is, first of all, a text-book for
engineering students, but it is so complete, as far as the
consideration of the steam motor is concerned, that it will

Size, 5 by 7%
Dodd, Mead &

INTERNATIONAL MARINE ENGINEERING

343

prove a most valuable addition to any engineering library.
The subjects of the generation and impartation of heat, or,
in other words, furnaces and boilers, have not been included,
as they are properly considered as subjects which should be
treated more fully elsewhere. Between the engine and the
turbine more space is devoted to the engine, although, as the
author states in the preface, the subject matter in the early
chapters is applicable to both, while greater attention is
purposely given to the former, on account of the greater
value for text-book purposes of the more complete informa-
tion which is available on this subject.

By Harrington
Pages, 423. New
Price, $2:

Harrington Emerson is well known to the enginéering
world from his work in analyzing the operation of industrial
organizations and reducing them to a sound basis of efficiency.

Unfortunately, the majority of manufacturers and man-
agers of industrial organizations have not given as much time
and study to the question of efficiency as it deserves. Those
who have slighted this part of organization work will be well
repaid to examine the twelve principles of efficiency as set
forth in this yolume by Mr. Emerson. Five of these princi-
ples are concerned with the relations between men and the
other seven with methods or institutions and systems estab-
lished in either the manufacturing plant or in the operating
and distributing company. These principles will be found
fundamental and true, so that they may be used as gages to
measure the results in existing organizations. The titles of
the chapters are suggestive of the factors entering into the
question of efficiency. They are as follows, and each repre;
sents a single principle: 1. Ideals. 2. Common Sense and
Judgment. 3. Competent Counsel. 4. Discipline. 5. A Fair
Deal. 6. Reliable, Immediate and Accurate Records. 7.
Planning and Despatching. 8. Standards and Schedules. 9.
Standardized Conditions.

10, Standardized Operations. 11.
Written Standard Practice Instructions. 12. Efficiency Re-
ward.

The Twelve Principles of Efficiency.
Emerson. Size, 5 by 7% inches.
York, 1912: The Engineering Magazine.

The Loss of the Steamship Titanic. By Lawrence Beesley.
Size, 5 by 7% inches. Pages, zor. Illustrations, 5. Bos-
ton and New York, 1912: Houghton & Mifflin Company.
Price, $1.20 net.

Even though practically every detail regarding the loss of
the Titanic has been published and republished in the daily
press at the time of the accident, many will appreciate the
opportunity to obtain a carefully revised, authoritative state-
ment from a cool-headed witness of the disaster. As this
account was not written until the investigation of the disaster
had been made in Washington, bringing out practically all of
the available information that could be obtained, it can be
looked upon as the most correct history of the disaster. The
story begins with the construction and preparations for the
first voyage of the vessel; the departure from Southampton
and an account of the voyage up to the night of the collision;
then the collision and embarkation in lifeboats and the sinking
of the Titanic, as seen from a lifeboat, are fully described
from the witness’s point of view, which is supplemented by an
account of the sinking of the Titantic, as seen by one of the
survivors from her deck; then follows an account of the
rescue and return to New York on board the Carpathia. The
final chapters discuss the lessons taught by the loss of the
Titanic and some personal impressions of the disaster. Most
of the lessons which Mr. Beesley points out with special
emphasis are common knowledge, and are fully realized by
every one who has read anything about the disaster. Some
of them, however, should be submitted to the probe of com-
petent marine experts before any attempt is made to follow
out the suggested remedies.

344

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID, ©

1,010,309. UNSINKABLE BOAT. JOSEPH PASTOREL, OF AS-
BURY PARK, NEW JERSEY.

Claim 1.—An unsinkable boat comprising a framework or hull of

hard rubber, having a number of sheets of air-tight and waterproof ma-
terial secured thereto on the inside and outside thereof, said sheets
forming air compartments which increase the buoyancy of the said
boat. Four claims.

1,004,525. GEARING. BENJAMIN BARNES, OF
SOUTH MELBOURNE, VICTORIA, AUSTRALIA.

Claim 1.—Improved speed-reducing gearing for marine steam _tur-
bine engines, comprising a driving shaft provided with a friction boss,
three comparatively large equidistant friction wheels adapted to be
brought in contact with said boss by means of steam pressure, a driven
shaft, and reducing gearing for transmitting the power from said fric-
tion wheels to the driven shaft. Four claims.

1,019,610. DREDGING APPARATUS. WILLIAM THOMAS DON-
NELLY, OF BROOKLYN, N. Y.

Claim 2.—A dredging apparatus comprising a scow having a well lead-
ing through its hull, a reciprocable arm selkersesensel thereon and being

ASTON,

ZZ LAALLL LE S00
LOTTO

adapted to be turned on its fulcrum and lowered through said well into
the water to place it into operative position and to be turned on its
fulcrum and raised through said hull above the bottom of the scow to
place it in transportable position, said arm having on the submergible
portion thereof, a centrifugal pump, a pipe leading therefrom and cutting
means and on the nonsubmergible portion thereof a source of power,
and a rotatable shaft directly connecting the rotable elements of the
source of power and the pump and having the said cutting means thereon
adjacent the inlet of the pump. Three ‘claims.

1,021,408. BOAT STEERING AND PROPELLING DEVICE.
JULIUS E. HASCHKE, OF CHICAGO, ILLINOIS, ASSIGNOR TO
JEWEL ELECTRIC: €O., OF CHICAGO, ILLINOIS, A CORPORA-
TION OF ILLINOIS.

Clavm 1.—A motor having a housing and a vertical drive shaft, said
motor housing providing a jacket-attaching part concentric with said
shaft, a propeller structure having a gear and a housing therefor, said
gear-housing providing a jacket-attaching part, a vertical shaft at one
end engaging said vertical motor shaft and at the other end having a
worm engaging said propeller gear, a jacket surrounding said vertical
shaft, engaging said jacket-attaching portions of the motor and gear
housings, and supporting said motor and propeller; and a clamp for de-
tachable engagement of a boat and for adjustable engagement of said
jacket to vary the height of said jacket and jacket-carried motor and
propeller relative to the boat. Three claims.

1,021,267. STEERING DEVICE FOR MOTOR-BOATS.
THANIEL ROE, OF PATCHOGUE, NEW YORK.

Claim 1.—In a steering device, a bracket, a bearing mounted on said
bracket and provided with an upwardly projecting shaft, a longitudinally
extending shaft journaled in said bearing, a barrel journaled on the first
named shaft, and provided with a gearing connection with the second
named shaft, a rudder provided ‘with a post, a quadrant carried by said
post, and a pinion. carried by the barrel and meshing with said quad-
rant. Three claims.

NA-

INTERNATIONAL MARINE ENGINEERING

AUGUST, I912

British patents compiled by G, E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21t Southampton Building, W. C., London.

Beer BOAT-RELEASING HOOKS. J. JORDAN, SYDNEY,

Claim.—The mouth of this hook is closed by one end of a bell crank
lever, which acts as a stop and retains the boat ring in position to be

supported by the hook until the other end of the crank is pulled out-
ward, say by means of a line or cord, to raise the stop and so to permit
the ring to slide out of the hook.

23,322. BOLLARDS, FAIRLEADS AND THE LIKE, A. OKA,
JAPAN.

Claim.—By this invention two series of balls are arranged around a
fixed pin, and between the latter and the sheave, and abut against a

collar on the pin between the two sets of balls and against the end
flanges, or covers, of the sheave. The fixed pin may be integral with
the base or in a separate piece and in a modification the collar on it is
made readily detachable, for example, by screwing.

COLLAPSIBLE BOATS. V. ENGELHARDT, COPEN-

112,652.
HAGEN.

Claim.—Relates to a boat of the kind in which a buoyant lower part
carries a top rail on a number of struts which connect the rail with
the lower structure in such a way that the rail can be raised or lowered
to expand or contract the boat. The present invention provides cross
and side seats that are secured in place after the boat is expanded and

which then keep the boat open. The top rail is supported by jointed
struts, which fold inwardly and have pins upon which the rigid seat
rests. To collapse the boat the seat is raised and supported temporarily
on cross-bars by hooks. When the struts fold, the hooks are automati-
cally released and the parts lie compactly together.

12,311. MARINE LIGHTS. T. MANWELL, LONDON.

Claim. —This invention relates to improvements in marine lights of
the class in which phosphide of calcium, coming into contact with water,
produces flame and smoke. The inner ‘chamber is filled with phosphide
of calcium and the outer chamber sealed. When the seal, shown at the
top, is broken, and the apparatus comes in contact with water, water
enters the outer chamber above, passes into the inner chamber through
the slot or perforations on the lower edge of the inner chamber, and
comes into contact with the material contained therein. The gas then
generated passes out into the outer chamber and up through the water,
igniting as it comes into contact with the air.

INDEXE!

International Marine Engineering

Re | SEPTEMBER, 1912

World’s Largest Bulk Freighters Built on the Great Lakes

The freight steamers, Col. James M. Schoonmaker and
Wiliam P. Snyder, Jr. recently built by the Great Lakes
Engineering Works, Detroit, Mich., for the Shenango Steam-
ship & Transportation Company, Pittsburg, Pa., are not only
the largest bulk freight steamers on the Great Lakes, but they
are the largest vessels in the world designed exclusively for
carrying freight in bulk.

While these steamers are by no means passenger boats, and
no one is carried as a passenger unless specially invited as a
guest by the owners of the ships, nevertheless there are

The extraordinary development in the construction of
Great Lakes bulk freighters in recent years is well known
to shipbuilders throughout the world. As has been the cus-
tom in recent ships of this type, the hold in these ships is
practically an unbroken sweep right forward except for two
division bulkheads, almost all of the entire deck being given
up to hatches. The hull is of arched girder construction, the
cargo hold being divided into three compartments. Hopper
sides are carried throughout the hold in a prolonged slope
from the tank top to the main deck, forming side tanks 12

FIG. 1.—GREAT LAKES BULK FREIGHT STEAMER COL. JAMES M. SCHOONMAKER

provided in the forward deck house for such guests luxurious
accommodations which rival the appointments of such mag-
‘nificent transatlantic express steamships as the Lusitania and

Olympic. The principal dimensions of the vessels are as

follows:
Wengthwoverualll.ccacecoeeeniec G-star: 617 feet.
engthmonwkeelcv.ce yee errs a 597 feet.
BST, THONG Gooowadccoconacganaedonns 64 feet.
Deptheemolded eaters ee ces 33 feet.
Deadweight carrying capacity at 20-foot

GEA) Son ERE oe ot Octo oa CCIE Oe 13,200 tons.

Wiaterballastecapa citar nner rrr . 9,400 tons.
Grossptonnac eh icc -cteene imicsacy: etnies 15,161

INetmitonna’.elnrreernnr Solo ea ORS 16,980

feet wide at the bottom and 5 feet wide at the top. It will be
seen that notwithstanding the added beam, due to the hopper
tanks, the cargo is quite accessible to the unloading machines,
owing to the manner in which the side tanks are shaped, con-
fining the cargo easily within the reach of the self-filling
buckets, used for unloading bulk cargo, thus entirely eliminat-
inating hand shoveling.

Water ballast is carried in the side tanks and in the double
bottom, making a total water ballast capacity of 9,4co gross
tons. The double bottom is 6 feet deep.

The cargo hatches, which take almost all of the main deck,
number thirty-five in all. They are 54 feet wide and 9 feet
long, fore and aft. The hatch covers, which are of the steel
telescopic type, fitted with steel fasteners, are operated by

346
wire cables running through portable tripods on deck and
fixed cleats in the butt straps, power being supplied by the
deck engines.

In construction these steamers are unusually staunch; two
extra longitudinal girders have been fitted on the turn of the
bilge in the water bottom to secure additional strength. All
deck beams run fore and aft, and are 13 inches deep with a
4%4-inch flange 7% inch thick. All the frames are joggled,
thus eliminating the use of liners back of the shell plating.
Screen bulkheads are built on the box girder system.

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, IQ12

The grate area, with grate bars about 5 feet long, is 55
square feet. Thus the ratio of heating surface to grate area
is 47.05 to 1. The draft area through the tubes is 13.28 square
feet, thus making the ratio of grate area to draft area 4.14
to 1. The main steam pipe leading from the boilers to the
main engine is 8 inches diameter, the main stop valves 6 ~
inches diameter and the auxiliary stop valves. 4 inches
diameter, °

The propelling machinery consists of a vertical inverted
quadruple expansion engine, with cylinders 2234 inches, 33%4

2 x %
2 co i mt
R = 2 it
Ht R S a
J SS, <j =
= 2) pile eee
rt =
xn —) et Lc
Sie bias ones cea k
© s R EI c L @e Tank Top
S s s c [ Cc . e Main Dk.
x i 2. Str.
1 C a
=H R - c
Pl - C
oS 3 c [ ea
nf c 5 a
4 Cocky fe ng Boiler Room
House
=
SS,
ee:
» i Spar Dk. Str.
The Phoenix| Ice Mach. ie @)
5"x|5/Double| Compr. Fe
Main Dk.Str. fx TTiroy Eng? (<) 6
Main Dk. ao g
| x ES =
| Poe SK Cent.Ballast Pu ic
Z AS Ore 10"Double Enzi H | <4
yee 2% ® &) ; ic
a = & a Z
7 Tm Z =
HE aoa Main Feed Pump, = “ot
oa Single 14’x 8%" 16 Ven «:
sie 2 olatn
PEs 110 G9) 1c) NC | a | | | 0 DSS“ © i i
2 Ballast Pump / x if Me
NS ©) Duplex 10". 14"x IG 2 H|
LY = = |
5 K.W- : > ii
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7x 7"Eng. i
Tank Top
10 K.W. 5
Generator i = @ oO (0) O it + ®
6"x 6 Eng, ee) i] A
a 1
t
Tank ‘top ;-~ ; - t
To Steering Eng. @)
15. K.W. if i
Generator rey a
7s 7Eng, wy oy | © | 5.
fF [>
3 11 A :
! cot |
Sanitary Pump { ov ge
Duplex 416x284 4” = '
f Sy =
|
a A
Eppes EI
vent,Ballast: Pulmy E
aii, x 10‘Double Engipie Ei
Main Dk Plex jo wa =
aun - +
4 Main DEStr. wae (<) oy ig
Spar Dk. Str.
A.B.C
Sire am Fan
xj Type ;
ad Engine == pene Nce :
2 4 eee
R x c c
= s—e :
R eS C [ L = Main Dk.
i 3 = ic, c [ 2s Str.
8 x = c c [ ©) Trap Cro Tank Top
R S ry C fe err
an Ss cr C
8 2 ars £
a g ES 3 EA + L
= ao an oO
7 Lan] —{ 3
FIG. 2.—PLAN THROUGH MACHINERY SPACE
PROPELLING MACHINERY inches, 48 inches and 69 inches diameters, with a common

Steam for the propelling machinery and auxiliaries is pro-
vided by three Scotch boilers, 14 feet 9 inches mean diameter,
12 feet 2% inches long over all. Each boiler has three corru-

gated furnaces, 44 inches inside diameter 0.64 inch thick,
The safe working
The shell
plating of the boilers is 1.6 inches thick. The total heating
surface of each boiler is 2,596 square feet, divided as follows:

leading to separate combustion chambers.
pressure allowed is 216 pounds to the square inch.

Square Feet

Tubes 2,211

Furnaces
Combustionychambers) 4. -5-44- 4 see ee 245

stroke of 42 inches. The estimated horsepower of this engine,
at about 90 revolutions per minute, is 2,600.
The high-pressure cylinder is placed forward and the first
intermediate cylinder aft. The low-pressure cylinder adjoins
the high-pressure cylinder, with the second intermediate in-
stalled aft of the low-pressure. The high and intermediate
cylinders are fitted with piston valves, and the low-pressure
cylinder with a double-ported slide valve. The high-pressure
and first intermediate-pressure pistons have deep, removable
followers, and the second intermediate and low-pressure
pistons have special metal packing rings. The piston rods are
5% inches diameter, fitted into annealed steel crossheads

SEPTEMBER, IQI2 INTERNATIONAL MARINE ENGINEERING 347
a >| Ls
— a |
sl 3
z 3
15 Water Catcher @ 8 / ar!
9" Escape dE
EWIZ |
Spar Dk aL uns
ecae = ere — é Z ;
To Steering = 1 =) Spar Dk.
Eng _\ I r 5
Separator A A ap H ij = caw
al = ean? Life | Pha 8
S ! au =
5 | ft sae !
i rds 8|| Vi t-----
= | ane | q 4 : eal ©
Main Dk. [ Ic wo May Sits He
; J J iF 3 \c+To Flue Blower]
15 K.W. Crocker I] in =4 Main Dk
Wheeler Gen. | i 5 i ches im) i ze ~y i ;
7x7 Type vA» ; rs W View) ft | Sek WH i? VEG
Nene i ieee Hl Vemen
x A.B.C. Eng? s ||| [Nain Engine, ALB. 5 eee 3 H Shy} i ; cH
223/'x ial 48'% (69°42 Str =r | pe «al =e tL i <6
Eng. Dk} | | ; ; e
7 i t |
ie aly 3 Main] Boilers os
SS im | 14/9" 12'ex4/217 * +
= (es i |
| Ballast Pu I ! !
Sanitary Pump = [|-— 4 4 ee f 1] 18’Cenit- mae |
Duplex 434 x 2%’x 4 ! 4ix j RL / |
Eng. Room [eS L bls Paging \
Floor | Paes
ey) =) EJ Ld Floor
Tank Top - Tank Top.
Base Line | | | Base Line
5 x = = = = = g 2 3 ES ES 2 Es Es Ed aye
ELEVATION OF ENGINE ROOM LOOKING FROM STARB’D TO C.L. OF SHIP ELEVATION OF BOILER ROOM LOOKING

FROM STARB’D SIDE TO PORT

FIG. 3.—LONGITUDINAL SECTION THROUGH MACHINERY SPACE

having brass shoes, both for going ahead and astern. The
connecting rods are 9 feet long between centers, with brass
boxes on top and babbitted cast steel boxes at the lower end.
The connecting rods are 5% inches diameter at the top and
6%4 inches diameter at the bottom. All valves are operated
’ with Stevenson link motion, the low-pressure and second in-
termediate being operated through rocker arms. Metallic
packing is fitted on all valve stems and piston rods.

All

Bal:
Duplex 10,

valves are of ample area, and are accessible for quick over-
hauling. The crankshaft, which is of the built-up type, with
cast steel slabs shrunk on, is 1314 inches diameter, supported
in six babbitted journals, two 18 inches and two 22 inches
and two 11 inches long. The crankpins are 13% inches by
12 inches. The thrust bearing is braced to the bed-plate, and
has eight driving collars, giving an average working pres-
sure of 40 pounds per square inch.

= Ballg&t Pump ,
Hy Duplex 10’x tt'x 16"

FIG, 4.—SECTION THROUGH ENGINE ROOM ON FRAME NO. 204, LOOKING FORWARD

5.—WINDLASS ROOM

FIG,

The outboard shaft is 13% inches diameter, enlarged at the
stern bearing to 15 inches. This bearing is 4 feet 6 inches
long, lined with lignum vite.

The propeller is of the sectional type, built of semi-steel,
15 feet 9 inches diameter, with a pitch of 13 feet 9 inches
and a developed area of 91 square feet.

AUXILIARIES

To handle the immense water ballast capacity of the ships
two 18-inch centrifugal pumps are provided, direct connected
to two 12-inch by 10-inch enclosed double engines, and two
10-inch by 14-inch by 16-inch reciprocating pumps are located
in the lower engine room, conveniently connected to the
ballast header and so arranged as to pump in and out of the
side tanks and double bottom.

These pumps are connected to each compartment by separate
suction and filling pipes 9 inches diameter. Stuffing-boxes are
provided where these pipes pass through watertight bulk-

heads. With this arrangement the different compartments
awe (ee 20/0” ix 3'x 7-2
Spar Deck Outer Str. 6633’ x 473g" <—36>! Be A
Spar Deck Inner Str. 72"x476}t SR! } 3i¢'x 3'x 9.1%
1 tg Sf olen! gM.
Round Edge] 8x 8'x5li- Tap <2 "x3 7.27
72" Wide IL F

S
B " ”
3% x 346
Deck Longitudinals
13'x 52#Chan.

USA oye oxy x ost wt
Le’ BRE 3"x 3"x7.2 it

20'Planged PlatedIntercostal és
Between Arches4"Klanges 3°x 3"x 7.27%)

41 4ifor 34 Length 3
to 26 “at ends

"x 314’ Clip-3"x 3°x 7.2i7on Back
16 #Flanzed Plate Intercostal
{ 16"x 33 Ch. Continuous

40734 Length xx

cA z
to 26¥at ends Slide Frame 10"x 27.27¢h.

| Spaced 3/0"
I S~3"x 3x 7.2%

4'x 4'x 11.3

atiFfor 4s Length ar kK aug isha
_ 3 | ist
to 17%" at ends

‘apered Liner

INTERNATIONAL MARINE

8"x 22.17-Z Bars

SEPTEMBER, 1912

ENGINEERING

FIG. 7.—PORT SIDE OF ENGINE ROOM AT WORKING DECK, SHOWING MAIN

FEED AND FIRE PUMPS AND REFRIGERATING MACHINERY

can be filled or emptied singly or all together by either or both
pumps. One valve is put in each ballast pump suction at the
end of a manifold. Two filling valves, 18 inches in diameter,
are located below the light waterline and the pumps discharge
overboard above the main deck. There are provided one
8-inch seacock in the fore peak, two 6-inch valves between the
fore peak and the forward compartment of the double bottom
on each side of the center keelson, and two 6-inch valves
between the fore peak and the forward compartment of the
hold; two 6-inch suctions are provided from the aft hold to
the manifold, with valves and padlocks for locking. The
suction ends of ballast pipes are led close to the center keelson
on each side, and brass plugs are fitted on all drain and bal-
last piping at the after end.

The main air pump is driven from the low-pressure cross-
head. It is double acting and has a diameter of 30 inches
and a stroke of 14 inches. The condenser is of the jet type,
36 inches in diameter by 6 feet 3 inches long. A double-turning
engine is provided for the main engine, which is 434 inches by

30 Corner Plate

Dimensions

Lengthon Keel 590'0"
| Beam-Molded 64'0"
Depth-Molded 33/0"

J] eerie \ g
= | 6 x 3'x 9.87 \ Z
not reduced For'd i 1134 Flanged Pl. Intercostal\ \\ 207
ieee een
q | Intermediate Strut Ra eo ork
l 4 IBY @:
B q
vitor 36 Length tH aER 1734 Flanged Pl. | L, nme 8x8 ¥7.2
to 223¢*Por'd and 17341 aie Tx 3y!x 16 rit i rane
Aft H | Spaced 3.0” H cies i +!
{ Pe \ 3 , Tank Top Plating 25” Lee tyare
| I\ Top of | 5'x 6"x 16.277 Rider Plate 72°x 257
G PSS etna en - aes —
100: T aun a « r.
reat 12.3 ott DaciPl B1g'x 33g" x 9.8 if [|] 834" B"x 8.511
EOS IETS 823 ee eS Long’s 6"x 314'x a He 16#Piate Floors fil" Spaced 6/0"
to 221¢ "at Ends q e AX, Intercostal 6"x 316"x 11.771 = Joh (
Ny 17 I /ieitPlate z 16to.v ?
\Elanged Pla 10x 27.2 dte Floors —~ |
pee SSS Sel SS SS I are 2 =
< 76" >< 63
a ; | E c D C B {
LF - 28" for 34 Length 2£ 28? for 3 Length 281 for 3g Length Xf 28" for 34 Length 2 28" for 34 Length & Ir ee j
to 223¢at Ends to 20 "at Ends to 20 fat Ends to 20" at Ends to 221¢ fat Ends ee)

FIG. 6.—MIDSHI

P SECTION

349

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

IRE ROOM

KING DECK

AT WOR

Mise

F ENGINE ROO

STARBOARD SID

FIG.

359

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

% So
errinuttt

FIG. 10.—GUEST’S STATEROOM
6 inches. A direct-connected reverse cylinder, 10 inches
diameter by 24 inches stroke, is also installed.

The first item of interest in the deck machinery is the
steering gear, which in these ships is a type which represents
the latest development of the Great Lakes Engineering Works
in this direction. The steering gear is in duplicate, with two
wheel stands in the pilot house forward, with transmission
gear on each side of the steamer, leading aft to two 9-inch by
g-inch steering engines located on the fantail and connected
direct to a cast steel quadrant on the rudder stock.

To handle the mooring cables six engines are installed—
four on deck, one aft the cabin and one in the windlass room
forward. The deck engines also handle the telescopic hatch
covers. There is one windlass aft on the fantail for handling
a 3,500-pound anchor and one windlass forward for handling
two 4,000-pound anchors.

The engine auxiliaries include a feed pump, 14 inches by
84 inches by 18 inches; a fire pump, I2 inches by 6 inches by
12 inches, and two duplex pumps, 6 inches by 4 inches by 4
inches, for sanitary purposes. The sanitary system of the
steamers is claimed to be the most complete on the Lakes, the
tanks for this purpose holding 50 tons of water. A Sirocco
fan, 48 inches diameter, driven by a 7-inch by 7-inch type A
engine, is fitted for positive-heated forced draft. The electric
lighting plant consists of two 15-kilowatt Crocker-Wheeler
generators, driven by a 7-inch by 7-inch type A B C engine,
and one 10-kilowatt generator of the same make driven by a
-6-inch by 6-inch type A B C engine. The feed-water is
heated by a Schutte & Ko6erting special No. 9 feed-water
heater, and a Macomb strainer is installed.

FIG. 11.—OBSERVATION ROOM

FIG. 12.—CAPTAIN’S QUARTERS, LOOKING TO PORT

There does not appear to be any auxiliary apparatus lacking
in these ships which would tend to insure safety and con-
venience in operation. For instance, there is an electric helm
indicator in the wheel house, operated by a rheostat connected
to the rudder stock, showing the officer in charge the position
of the rudder at all times. There is also a simple little de-
vice, which is an indicator showing whether the engine is
going ahead or astern. This apparatus is installed in addition

AVERAGE

FULL POWER

FIG. 13.—AIR-PUMP CARDS

to the usual engine telegraph of the Great Lakes type. There
is an electric whistle device to sound signals as they are re-
quired as well as to time them automatically during fogs.
There :is also an emergency alarm, which can be sounded
from the pilot house in all departments of the vessel. The
telephone service consists of independent lines from the pilot
house to the engine room and from the captain’s and pas-
sengers’ quarters to the galley. In the captain’s quarters there
is a recording compass providing an infallible record of
everything that occurs in the wheel house at all hours. A
powerful wireless telegraph outfit has been installed. Alto-
gether these ships would appear to have on board every device
that human ingenuity has provided to insure safe navigation.

PASSENGER ACCOMMODATIONS

As stated at the beginning of this article these vessels are
bulk freight steamers and are not passenger boats, although
luxurious quarters have been provided for a limited number

SEPTEMBER, IQI2

a 86,57 plore
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INTERNATIONAL MARINE ENGINEERING

Bot.

a Ce ae ce ee ed pg a i See

Wy) 36.5% PS Be

\ be ee Bi

\ a

2 Yim

\ pe 60 7 Spring

“-e---- === 52 $s

SSS ees

= Bot.
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2 iiionas oe BOTT 11,817 |
1 11,317 po a oe
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WA ey
a ae 7

FIG, 14.—SET OF INDICATOR CARDS TAKEN ON LAKE SUPERIOR TRIAL, NOVEMBER 9

of guests. These quarters are unique and distinctive. The
entire deck house forward is given over to them.

On the spar deck the deck house is divided by a wide cor-
ridor leading directly into a grill room, which extends the
full width of the ship. The effect as one enters this hall is
quite impressive, as it is produced not only from the appoint-
ments of the hall itself, with its ceiling lights and furnishings
of fumed oak and Spanish leather, but from the vista it gives
of the grill room with its tiled flooring, tiled mantle and
electric fireplace.

The quarters for the captain and his guests occupy the
space on both the starboard and port sides of this hall. They
consist of eight rooms, singly and en suite, all finished in white
enamel, the furniture being of mahogany with the exception
of the beds, which are of brass. Each stateroom is pro-
vided with a private bath and shower.

The grill room itself, which is forward of the main hall
and staterooms, presents a pleasing effect, with its dull red
tile and fumed oak furnishings. The sideboard and china
closets are built of fumed oak, with tables and chairs to match.
As this room is located as far forward on the spar deck

Bot. Top
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\ xo > !
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as possible, it is lighted by a dome skylight, which pierces the
forecastle deck.

A stairway leads from the corridor on the spar deck to a
small hall on the forecastle deck, from which the observation
room is approached. In keeping with the general scheme of
decoration the observation room is finished in fumed oak with
Spanish leather, and is equipped with writing tables, chairs
and a built-in settee of splendid proportions, amidships, on
the after side of the room. A feature of this room is a Vic-
trola, finished in wood to harmonize with the furniture.

The owner’s quarters are on the port side of the forecastle
deck immediately aft of the observation room. These quar-
ters consist of one bedroom and a bath room. The captain’s
quarters are on the starboard side aft of the observation
room. A stairway leads from the captain’s room to the
smoking room or lounge, which is superimposed upon the
observation room. This might be called the passengers’ pilot
house, as it occupies the space usually employed by the pilot
house on a freighter. Superimposed on the lounge is the
enclosed pilot house.

The cooking for the grill room forward is by electricity,

307 31,57
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FIG. 15.—SET OF INDICATOR CARDS TAKEN ON LAKE HURON TRIAL, NOVEMBER 8

352 INTERNATIONAL MARINE ENGINEERING

the galley being on the main deck beneath the passenger quar-
ters, the service being accomplished by a dumbwaiter. An
electric stove and steam tables are installed in the galley,
while the stores are protected by refrigeration, the ice ma-
chine, built by the Phcenix Ice Machine Company, being
located in the dunnage room immediately forward of the
galley. In this refrigerating system coils of extra strong pipe
are placed in the boxes, and liquid anhydrous ammonia is
evaporated within them at a very low temperature. In
evaporating the ammonia takes up the heat. Brine tanks of
ample capacity are provided to maintain an equality of tem-
perature when the plant is not running. ‘This system also
provides for making ice for table use in suitable-sized molds.

The dunnage room on these ships will be “a thing of joy”
to an orderly mate, as it is quite different from the old-style,
inconvenient and disorderly dunnage room found on the
majority of freight steamers. The dunnage room extends
the full width of the ship, is spacious, light and airy, with
a place for everything, and it can easily be observed that
everything is in its place.

Great care was taken in the design of the crew’s quarters.
The first and second mate are housed on the forecastle deck
directly aft of the owner’s quarters. These rooms are pro-
vided with a shower. The forward crew is housed on the
main deck directly underneath the passenger quarters, and
these accommodations are supplied with all modern conveni-
ences. The after crew, including the deck hands, have ample
quarters on the spar deck aft, the rooms being located around
the engine room casing. Shower baths are provided in each
department with private baths for the chief and first and
second engineers. All rooms on the boat are provided with
an electric fan, and a drying room is also provided aft of
the boilers.

The after end of the deck house is given over to the private
dining room for the guests. The crew’s dining room is also
located on this deck, the private dining room being on the
starboard side and the crew’s dining room on the port side.

A complete outfit of lifeboats and rafts ample for the full
number of crew and passengers is installed.

TRIALS

A series of trials was carried out on board the Col. James
M. Schoonmaker by Messrs. Turnbull, Oftedahl and Cameron.
The trial trip consisted of a run on Noy. 8 and 9 on Lake
Huron, between Thunder Bay Isle and Detour. At the time
of the trials the vessel was loaded to a draft of 16 feet 8
inches forward and 17 feet aft. The load was 10,600 tons net,
9,464 tons gross; fuel, 400 tons at Ashtabula. The data from
these tests are as follows:

Duration oF Test, 2 P. M. to 8 P. M.; Coat WEIGHED.
8:10 P. M., Inp. Carps Every Hoor.

From 2:01:tTo

Boiler pressure, pounds per square inch.................... 207.7
IpbrLereceiver,spounds|perm Ssquaresinch eee een een 95.3
Inpbezereceiver, spoundssperssquaresinche seem cee 38.9
ap besteceivermpoun dsEperisquaresin Chen rere tae errieierarte 7.88
Vacuums Cinchesieresr re micrere re eoreelcfore aos noc ieiom socio onan 21.78
Revolutions per minute, average 6 hours................... 81.5
BPistonyspeedsateetapersminute eee eee eee eee eee 570.5
IME 13, 12 ee PacylSypounds perisquaresinchs.) se eee eeneeen 86.1
M. E. int Leicy lespoundsspermsquarchncher nr eran 29.57
Misi baw lees acyl spoundsspersduarennche eerie 14.96
IME 1D5 1, Ip 12, Gly OES je Gabe NON, cocouccoccccecs 10.75
Ref. M. E. P. to L. P. +, pounds per’ square inch.......:.....: 34,21
TSR EB icy letras tia ncveterececc cernenree ee eee 605
|Enielwdcend ly letps (ylang ooo boduodAHDacUneEooorbabooS nou cdadc 443.9
Lc i eR IER acon oO hb OC OOO Coe eC aod padacess 468.0
TCHS? CTsakP icy emeen eGR cS Rk LN an Se ea aim 694.9
Te EPI toca lincerepeventercenersvereyclete eleva erokehaloiel iets kerr eae 2,211.8

Mb sl, 12, (x) grate SUTLA CE etfertsreyers fale closeie.s ost tein oe eee 13.40
IEICE SRAEAES {HD Mo, Ilo Po cogan0000000d0e0000acc0000b00" 3.52
INSTD, Or si, WEGR, CEERAES BAINES coc on 00nd00C0CC CO OOOsOEC AT.1
emp mo fehotaw.ellaadectecsplia hi errr arena 135.1
Aber, Oi sch ehioR, GEES AINE, oo canccbooubunoonoucboDD 192.0
shempmotestackmderrecsmualie hee Een ern ne errr nna 313.0
Temp. of air casing, degrees Fahr.:

leds Savoooddo 00 conGdnad uO OOo Oddo Oa eC bad Sd0000 000000 234.0

Cententene nero eecrice ce e ee eeeneee 247.0

Starboard Wyeth eters rciebtetes oon eens Pr eee eee 231.0
Temp. of ash-pit, degrees Fahr.:

J dua Oooo muMe ccceron ne oGuao0 Hod Gon MO OUT DORBGHoC ones 256.0

SEPTEMBER, 1912
‘Centers teint meteiter societal eer er eererrrrerer 262.0
Shere eKl | 4605000080.00100000000000000000000000000000000 276.0
Temp. of fan intake, degrees Fahr.............-....0....--- 84.0
Temp. of engine room, degrees Fahr....................... 88.0
IDE RE Ele Geb SHINES, 5o00000000600000000000000000090006000 1.57
Draft in ash pits, inches:

LINE cing go co OO OD OD OODDOO DO DUOU OOO AO OG dN 000dNOOGD00000 -40
(CMS 900.000000000000000000000000000000000000000000 -40
Starboard 85

Draft in air casing, inches
INT GoncdD6G0”000g000E 8
Centers 6000 8
Starboard .85
Draft in smoke-box, — .26
INCRE OH IEE 65000000000000000000000000000000000000 337
Coal, half slack, ran on grates clinkered.
Coal, total 6 hours, 9 minutes, pounds...................... 22,595
CoalBpexshotrsspoundsereeneicoeeieiecieeiceietictaciirtctr 3,674
(Cogll snore lnayere fere M, TEL, IP, rOMEENGE. coccogoceDanecadn000000 1.66
Coal per hour per square- -foot GENE DORMS Goon agd0000000 22.20
Combustible, total 6 hours, pounds..................-.---- 18,754
Combustible per hour, pounds 900000000090000900000000000000

Combustible per hour per I, H. P., pounds..

ING TOV, TEMG RS bo 00 0000 cD dD DD DODD OO ODO DDODSCCORDODONDN
ING 'SNSKEAE Cogoooo 00090000 OD Nd OND ADDODOOWOOO0D0000000
Speed of ship, miles per hour.....................-
From Thunder Bay Island to Detour, 73 miles...... 16 hours 5 minutes
Sip lestwane ooccoc0c co vousaogonGdDOOO GO GudDODOdaDGO000D00 5.76
If, 18l, 1B, SK SBLOOO
500908000000000000000000000090000000000 65,138
IP Se dk
D2 XK 53
BN ce efekeholetelatelehetehsteteleeleietel= 311.5
i, Isl, YW
Cuts—

H. P. 234 inches, I. P.1 1% inches, I. P.? ate inches,, L. P, 134 inches.
Weather—Cloudy, light head wind; no se

Average flue-gas analysis, “CO,” 8. Ly CKO}? @, HOW TOP,

Furi Power Triat on LAKE Superior, NovEMBER 9

Boiler pressure, pounds per square inch..................-- 204
I. P.1 receiver, pounds per square inch...................... 111
I. P.2 receiver, pounds per square inch.................-+--. 48
L. P. receiver, pounds per square inch................... Boo 10.4
Vacuum, inches) 2: Gaps ano) sles coke otto ee eioe ein oreicieretetenrontc 21%
Revolutionsmpensmin Utemerreteretocieltrerctrcteisteichetrerstetretreteletorerorer= 90.5
IDG eoyar Gasol, se NS TEAERIDS Sogou G60 80000000060000000000 633.5
Ref MYER PA tombapbeeetrerecceiecieeicloceriieveetherer teeter sretererere 39.31
(CHT) Gaconducbu0e 000 co Onna pono NHO OO d0e bo DODGURDOO000D All off.
M. E. P., H. P. cyl., pounds per square inch................. 86.5
a I. Pt cyl., pounds per square inch................. 36.88
ss I. P.2 cyl., pounds per square inch.................. 19.62
“ I. Pi cyl; pounds per square inch.......--......... 11.81
M5 lel IPS eG I GAL coosocconsgodg0Ha000000NG00CD00ND00N00000 675
o 1 Pal SUG. Soa od OUCOREOeEE maroc oDODOpoMoOD dO GUUE 614.6
“ IT, RE eS Re erer race alisha + cia er etaveryetehyetetetstes rar torets folelots 634.8
ss 1a SOS Ree EO ele ois oleiecuee ee ter chee ecitetrlerae 847.7
ae ANKE oogocoobnoDabeEDODOU Oden bacaabonoKDoCOdD000 2,822.1

Note.—Readings are average for one hour.

TriaL Run on Lake Huron, NovEMBER 8

Boiler pressure, pounds per square inch...................-

DbeSreceiverpoundssper square inchierpeliiiiieietriicirteiete

T. B:2 receiver, pounds) (per square inch. -..---.....-+--1+

Pan ecelvermpoundsspemsd dare inch rn eit eieicieielelsteletelele

Vacuums, inches hjqctraiteeciier« siec/o+ss arsine devotereter

Revyolutionsspersminutesereeeeiiieicteeleieriiekeioieriteretreretetene

IRistonmspeedeteetapeLaIN ULE ae errr teiecieiiatereiterere

Ref MoE. Patol Lae,

Cuts—

H. P. 234 inches, I. P.1 1% inches, I

M. E. 12, Hh P. cyl., pounds per square ah

1 cyl., pounds per square inch

so L P. 2\cyl., pounds per square inch................. 14.87
a Ib, 12, cyl., OES He AeEFTS H8NONG 60000000000000000 10.63
Ish Ie ble GAL coocooon ane obendso000000n000d00000000006 611.4
os II DOGAbs concaoodoRdoMEmoesdonodoobodencaDdco0Kds 461.9
ss TtPizicy 1S Wa Naraie taro sis «see sus tocnalereteltele tomeieteoeleteine 465.3
os ILA AAG cooouduoU cu oMtenn ob onocouacnboG0G00b6O6 687.5
ae ANSE SopcocosndudcodUMenOaUaDD ODO OC 0b00ab0000000 2,226.1

Data For Arr-PuMp Carps, NovEMBER 8 AND 9

Average. Full Power.
M. E. P., pounds per square inch.......... 3.5 4.25
Revolutions petminutertereeere eee 81.5 90.5
Piston speed; feet per minute.............. 190 211
WAGER, AINE Gooocccocv000beo000 50000000 21.5 21
IGS hs -ea cc Anobod cdg Lao bChonaopm ena Caco 14.2 19.2

Henry Bell’s steamboat Comet, which was the first pas-
senger steamboat built in Great Britain, was launched from
the shipyard of John & Charles Wood at Port Glasgow on
July 24, 1812. The centenary of this historical event has
therefore been fittingly observed on the corresponding date
this year. The boat was laid down in October, 1811, and
completed her trial trip from Greenock to Glasgow on Aug. 6,
1812. Subsequently she maintained a regular service on this
and other routes until on Dec. 15, 1820, she was destroyed by
the wind and tide on the rocks off Craignish Point on the
west coast of Argyllshire.

SEPTEMBER, IQI2

INTERNATIONAL MARINE ENGINEERING

353

A New ‘Type of Transport Ship for Submarines

During the last few years the well-known firm of Messrs.
Schneider & Co., Creusot, France, has secured a number of
important orders for submarine boats for foreign navies.
These boats have been built under the direction of Mr.
Laubaeuf, whose design of submersible vessels is well known.
It has been found somewhat difficult, however, to ship these
submarines to very distant countries, as, for instance, to

Peru, and, therefore, Messrs. Schneider & Co. placed an or-

submarine craft is lifted out of the water, resting in a special
cradle fitted inside the main hold. The forward part of the
ship is then connected and the vessel becomes an ordinary
cargo boat.

Owing to the arrangement of the water ballast tanks the
ship may be placed at the required trim, first for the open-
ing of the forward part of the ship, then to permit the sub-
marine to float inside, and finally for the closing of the open-

4
, 8

LAUNCH OF THE KANGAROO

der at the Gironde Works, Bordeaux, for the construction of
a peculiar type of vessel designed as a transport ship for car-
rying submarines on long sea voyages. This boat, which is
named the Kangaroo, has recently been launched. Her prin-
cipal dimensions are:

Length between perpendiculars...305 feet 2 inches
IBYSEN Sh ieee RO cies 6.6 cook 39 feet 4 inches
Wepth ress. brs.s oalter cee aie 23 feet 10 inches
Draft, loaded 19 feet 7 inches
Displacement at above draft...... 5,540 tons
Camawisy OF $e csocccco00 000006 117,000 cubic feet

Deadweight capacity 3,830 tons

The vessel is built of mild steel under a special survey by
the Bureau Veritas. Her propelling machinery consists of
a triple-expansion engine of 850 indicated horsepower, de-
signed to give the ship a speed of 10 knots. The engine has
been built by the Dyle & Bacalan Works, Bordeaux.

The design of the hull involves some unusual features in
order to obtain a main hold 193 feet 7 inches long, extending
nearly the whole width of the ship, for the accommodation
of submarines. A double bottom has been worked from end
to end of the ship, together with longitudinal wing ballast
tanks, which are so designed as to give the ship practically
the characteristics of a floating dry dock. The forward part
of the ship may be connected or disconnected at will, so that
the submarine can be floated directly into the main hold, in-
side of which it can be berthed as in a floating dry dock.
When the submersible is placed in the hold, water is pumped
out of the ballast tanks, causing the vessel to rise until the

ing in the forward part of the ship. Aft of the main hold
are the bunkers, the main and auxiliary machinery and ac-
commodations for the officers and crew. Special accommoda-
tions are also provided for the officers and crew of the sub-
marine, all living quarters being heated by steam and lighted
by electricity.

As announced in our November, rg11, issue, James Rees &
Sons Company, Pittsburg, Pa., have had under construction
fourteen light-draft steamers for use on the Amazon River.
Seven of these boats were shipped before May 1, and the
remaining seven have just been completed, making an average
of one vessel every thirty days. These steamers are 125 feet
long on the deck, 26 feet beam, 3% feet depth of hold, with
engines 9 inches diameter by 4 feet stroke, furnished with
steam from a locomotive type boiler. The wheel shafts for
nine of these boats were made from heat-treated type A
chrome Vanadium steel, by the Erie Forge Company, Erie,
Pa. They are 5% inches hexagonal and 22 feet long, with
journals 534 inches long and 5% inches diameter. Tests from
these shafts show the following physical qualities: Elastic
limit, 109,900 pounds; tensile strength, 143,400 pounds; elon-
gation in 2 inches, 17 percent; reduction of area, 53.3 percent.
A test piece, 1% inch thick by 1 inch wide, cut from the shaft,
was bent over on itself cold. The electric generators for
these boats were furnished by the Westinghouse Electric &
Manufacturing Company, Pittsburg, the generators being
directly connected to 6 by 5-inch vertical self-oiling steam
engines, supplied by the American Blower Company, Detroit.

354

Automatic Acetylene Lights for the
Panama Canal

Among the numerous interesting features connected with

the Panama Canal will be found a most ingenious lighting ~

arrangement which will make night navigation through the
canal as safe as in broad daylight. At the entrances and
through Gatun Lake, as shown on the accompanying map, a
double row of about sixty automatic-lighted buoys will mark
the channel. The contract for furnishing this lighting equip-
ment has been awarded by the Isthmian Canal Commission
to the American Gasaccumulator Company, of Philadelphia,
Pa., manufacturers of the AGA automatic aids to navigation.

The buoys have been designed to meet the special require-
ments of the Isthmian Canal Commission, and all are
equipped with AGA lanterns, having an optical range of
about 12 miles. Each light will have its distinguishing char-
acteristic, and for this purpose the lanterns will be equipped
with AGA flashers, some producing single, others complex
flashes. Colored lights, with their tremendous disadvantage
in reducing the range of visability, will be entirely avoided.

With reference to the range lights two AGA installations
have already been established at the Pacific entrance. These
produce a very powerful light, having an optical range of
more than 20 miles. They are equipped with flashers, but the
flashes occur so rapidly that the impression of the light is
continuously retained on the eye, so that the navigator can
lead up to the range with the same ease as he would to
fixed lights, and he has the additional security of a distinctive
light character impossible of being confused with shore or
ship’s lights.

The AGA sun valve is also employed, which performs the
functions of a keeper in extinguishing the lights at sunrise
and lighting them again at the approach of darkness. The
AGA sun valve is actuated entirely by light, and is not
affected by temperature changes. The construction of the sun
valve is based upon the well-known physical law “that ab-
sorbed light is transformed into heat.” It consists of four
metal rods enclosed within a stout glass cylinder. The cen-
tral rod is coated with lampblack, which gives it the property
of absorbing light, while the three rods surrounding it are
polished and light reflecting. All of these rods expand in
the same degree with the application of heat, but the inner
one only responds to light, the additional expansion caused
thereby being employed to actuate a valve which controls the
passage of gas to the main burner. During daylight the black
rod has expanded and closed the vaive, at the approach of
darkness it contracts and the valve opens. A continuously-
burning pilot flame attached to the main burner and fed
directly from the gas supply ignites ‘the gas.

The illuminating medium of the AGA system, acetylene, is
stored in large quantities in small portable steel cylinders. This
is made possible by the use of what is known as “dissolved
acetylene.” The dissolving agent is acetone, a liquid which
possesses the quality of absorbing or dissolving about twenty-
five times its own volume of acetylene for each atmosphere
of pressure at 60 degrees F. To prevent any possibility of
explosion the cylinder, or accumulator, as it is called, is first
filled with a highly porous mass of special composition, which
is introduced in a pasty form and baked to hardness. The
porous mass has the effect of segregating the particles of
acetylene, so that an explosion wave cannot spread through
the cylinder. The acetone is then forced into the accumulator
until it occupies about 40 percent of the interior volume. The
accumulator is then charged with pure, dry acetylene and is
ready for service.

The AGA installation with four of these small accumula-
tors of dissolved acetylene, it is claimed, will operate unin-

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, I912

terruptedly and without attention for a year or more. The

flasher, while providing a distinctive light characteristic, also

effects an enormous saving of gas, due to the dark periods
when gas is not being burned; ordinarily about one-tenth of

OF LIGHTS AND BUOYS

SHOWING LGCATION

PANAMA CANAL,

o
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0)
vy)
<
u
oO

<
NO)

Buoyvs

RANGE LIGHTS

@
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®

the gas is consumed that would be required for a continuous
light. But the final word in gas economy is attained by the
sun valve, which permits the gas supply to be used only
during darkness, and effects, it is claimed, an additional
saving of about 40 percent.

SEPTEMBER, IQI2

INTERNATIONAL MARINE ENGINEERING

355

Liquid Fuel Measurement on Oil-Burning Steamships—II

BY HOWARD C. TOWLE

Having stated the manner by which the vessel’s engineers
can obtain accurate measurements, there still remains the
other requirement for accurate results—that the measuring
tank capacity be exactly obtained and recorded in such a way
that this object will be obtained by simple means.

The capacity of the tank can be obtained by “water gaging”
or by the ordinary methods of calculation from measured off-
sets. Although the first method would appear to be the most
reliable, actual experience has proven that unless very care-
fully done, this method does not give such reliable results as
‘careful calculation, when the possible sources of error in the
latter method are avoided. There are four principal sources

’

Construct a diagram as shown in Fig. 4 in the following
manner: On any convenient base line, B-B’, erect the perpen-
diculars C-F, D-G, and E-H, so that the distance C-D equals
D-E. Divide C-F and D-G into divisions corresponding to
the draft of the vessel, but making the scale of D-G one-half
the scale of C-F. If the sounding tube is aft of the center of
gravity of the free surfaces mark the scale C-F “Forward”
and the scale D-G “Aft,” but if the sounding tube is forward
of the centers of gravity then mark the scale C-F “Aft” and
the scale D-G “Forward.”

At any convenient point on the base line B-B’ as u erect a

perpendicular u-w” and make the distance u-u” equal to the

FIG, 3

from which errors arise, namely, framing and other obstruc-
tions in the tank, pockets in which air may become confined,
the trim of the vessel, and the list of the ship when the sound-
ing tube is not at the center of gravity of the free surface of
the liquid in the tank.

Framing and other obstructions in the tank should be
allowed for by direct calculation of the capacity to be de-
ducted, and not by a percentage allowance of the total capacity,
for the deduction not only varies in different tanks, but also
is usually variable in percentage for the whole depth of the
tank.

Confined air is only avoided by the provision of means for
its ready and continuous escape from all pockets and from the
highest point or points of the tank. All air-escape pipes
should be fitted so as to positively exclude all water while
providing means for the rapid intake or expulsion of air. Re-
cent practice is to make the air-pipes about one-half the area
of the filling pipe or the suction pipe, as the speed of the air
through the pipe can safely be made considerably higher than
that of the oil when the tank is being filled or pumped out.

The trim of the vessel is a constantly varying quantity, and
must always be taken into consideration except in the ideal
case in which the ullage can always be measured at the center
of gravity of the free surface of the oil in the tank. In prac-
tice, it is seldom that it is possible or convenient to take
the ullage measurements in the ideal way, and therefore it
becomes necessary to obtain a method of readily correcting
for trim if accurate results are to be obtained. A separate
calculation of the amount of correction could be made, in the
same manner as the usual correction for trim is made in cal-
culating the displacement of vessels. The additional mathe-
matical work is not desirable because of the increased chance
of error involved, therefore the following method of making
the capacity scales is suggested.

Let the shaded portion in Fig. 3 represent a tank of fuel
oil located in a steamer.

Measure the distance A between the draft marks at the bow
and the stern, or between the draft gages if they are fitted.
Find the center of gravity of the free surface of the liquid
at different ullages, wu’, uw”, wu”, etc., and the distances of these
centers of gravity from the sounding tube, d, d’,d”, d’”. Also
obtain accurately the net capacities at the various ullages, by
the usual methods.

total depth of the tank on any suitable scale that bears a defi-
nite ratio to the draft scale C-F, and divide the distance to
read ullages from the line at w to the point u”.

Take points on the scale u-u” as u’, wu”, uw”, so that the dis-
tances uu’, uu”, uw”’, are equal to the ullages w’, vw”, w’’, in
Fig. 3 to scale, and draw lines from these points to the point E.

00
Git
LL A

» Mb

se lt
cE 6

e Y
FORWARD mM!

Divide the distances Eu, Eu’, Eu”, Eu”, at m, n, 0, so that
the distances

mud’ xX scale of u-u’”’

mE A Xscaleot C-F

and
nu” a” & scale of u-u”
nE A X scale of C-F
and
on” ad” S< geile OF Jel
oF A X scale of C-F
and

lu d& scale of u-u’

IE A X scale of C-F

356

Draw a curve, J, m, n, 0, through the spots so obtained, mark
the capacity at each ullage depth along /, m, n, 0, and sub-
divide for the intermediate capacities. The spot for zero
capacity is evidently on a line from EF to the total depth spot
u”, and the spot for the total capacity is at w on the base line
B-B'.

The method of using the scale is as follows: After the draft
forward and aft, and the ullage are measured, the drafts for-
ward and aft are laid off on their respective scales, C-F and
D-G and a straight-edge laid across the two points. The point
of intersection of the straight-edge and the line H-H’ is
marked. Then the straight-edge is shifted so that it goes
through the spot on H-H’ just obtained and also through the
point on u-u” corresponding to the measured ullage of the
liquid in the tank. The capacity indicated by the intersection
of the straight-edge on the line J, m, n, 0, is the capacity cor-
rected for trim, provided that the level of the liquid in the

tank is not above the upper corner of the tank (F& in Figs. 5
or 6) or is not below the lower corner of the tank (S in Figs.
5 or 6).

In practice no engineer would work so little margin of fuel
as the lower level represented, and the tank should never be
completely filled, in order to allow room for possible expan-
sion due to changes in temperature, so for all practical pur-
poses the diagram without the limiting areas shown in Fig. 4
will be sufficient. If desired, however, a limiting ullage for
any trim can be obtained as follows: In Fig. 4, divide the dis-
tance u-E at the point K so that
u-K Distance from the tube to upper forward end

K-E Length between draft marks (4)

of the tank & scale of u-u”

x the scale of C-F
erect a perpendicular at the point K as K-K’ and shade the
area u-K-K’, the shaded portion represents the incorrect zone
at the top of the tank when the vessel is by the head. Also
make

u-M Distance from tube to upper after end

u-E

Length between draft marks (4)

of tank & scale of u-u

x scale of C-F

Erect the perpendicular M-M’ and shade the area u-M-M’.
Then the shaded area represents the incorrect zone at the top
of the tank when the vessel is by the stern. Divide the line
u”’-E at the points P and N in the same ratio, but using the
distances from the sounding tube at the bottom of the tank.
Draw P-P’ and N-N’ perpendicular to the base, and shade the
area N N’ PP’, the shaded area representing the incorrect
zone at the bottom of the tank.

Now, in using the straight-edge for reading capacities, when
the edge is laid across the diagram from the ullage point on
u-u” to the trim spot on H-H’, if it is found that the straight-
edge bisects the shaded portion of the figure, it will be known
that the liquid in the tank comes above the upper corner of
the tank or below the lower corner, as the case may be (R or
S in Figs. 5 or 6), and that the correct capacity cannot be ob-

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

tained directly from the diagram. The capacity should then
be taken for the ullage intersected when the straight-edge in-
tersects the trim spot on H-H’ and either of the points P, K,
M, or N and the additional volume R, r, r’, r”, or volume to be
subtracted S, s, s’, s” (see Figs. 5 and 6) be separately calcu-
lated. This can be done for all conditions of trim except
when the trim throws the oil in the bottom of the tank entirely
clear of the sounding tube, as S’-s” in Fig. 5, which case can
only be taken care of by additional piping.

For a rectangular tank the added or subtracted capacity can
be obtained by the:formula:

xX? ~fAXB
Volume = X (B & L) ——— [ |
r 2

Where:

A = The length between the draft.marks or gages of the
ship ;

B=The breadth of the tank;

L =The length of the tank;

T = The trim of the ship;

X= The difference between the measured ullage and the
ullage indicated by the straight-edge passing through
the trim spot on H-H’ and the points K, M or P.

The expressions within the parentheses are constant for any
given case and the trim of the vessel and the ullage are the
only variables.

It will be noted that to take such a case as is represented
by R. r, 7’, r”, in Fig. 6, it would be necessary for the sound-
ing pipe to extend above the top of the tank, and for the
ullage scale, J-J, to be laid off from the top of the sounding
tube, or if laid off from the top of the tank, the distance X
in the formula, should be made equal to the distance from the
ullage intersected on Fig. 4 by the straight-edge to the top of
the tank, plus the negative ullage above the top of the tank.

The derivation of this method of measuring capacities can
be shown by taking as an example a rectangular tank located

in a vessel as A, B, C, D, in Fig. 7. Let E-E’ be the surface of
the liquid in the tank when the vessel is on an even keel, and
F-F’ the surface when the vessel has been given trim as.
represented by the distance 7. (It is evidently immaterial
whether the draft changes or not.)

As the surface of the liquid in the tank always remains
parallel to the surface of the sea at any trim, it is evident that
any change in the ullage, as X, shown in the sounding tube
h-h’, due to a change in the trim of the vessel, will be propor-
tional to the distance d and the length between draft marks.
ALS (yes

Change in ullage “X”

Change in trim “7” A

In a trapezoid the triangles adjacent to the parallel sides are
similar, for all corresponding sides are parallel, and, there-
fore, the corresponding sides are proportional to the bases of
the triangles. Thus in Fig. 8 in the trapezoid K, L, M, N,

P-K K-N

P-M L-M

Let Fig. 9 be a capacity diagram laid out in the same manner
as that shown in Fig. 4, except that the scale for ullages and

SEPTEMBER, 1912

for draft (C’-F’) are the same. Let C’-F” and D’-G” be the
drafts forward and aft, draw the straight line ¥”-G”’-E’ and
note the intersection M on the capacity line L-O. Now, let
the vessel trim the amount 7,’ and draw the line, E’”-M-F’, in-
tersecting the ullage line U-U” at the point U”. Now it is
evident that

xX’ U'-M

fT ME
as demonstrated by Fig. 8.

FIG. 8

But when we constructed the diagram we located the capa-
city line L-O by the proportion,
M-U' d
M-E' A
(the scales being the same, the ratio of the scales becomes
equal to unity) and, therefore, by combination we have
x

and a line drawn from &” to the point U” will give the re-
quired reading on the capacity scale L-O for the same capa-
city with any change in trim.

It will be noted that it is assumed that the ullage-rod is
constrained by a tube, or other means, to move parallel to the
draft marks at the bow and stern of the vessel. For moderate
trim and small ullages the error due to the ullage rod hanging
free would be immaterial, but when considerable change in

trim is probable between successive measurements, as in
vessels with their machinery aft, a tube should be fitted for
accurate results.

Any change in the trim of the vessel evidently does not
change the volume of the liquid in any tank in the vessel,
and, therefore, in Fig. 7 the triangles, EH O F and E’ O F’, must
be of equal area. But in a rectangular tank the triangles can
only be equal when the point O is at the half-length of the
tank; in other words, the center of gravity of the free surface
of the liquid. If the sounding pipe was located so as to go
through these points for the whole depth of the tank, it is

INTERNATIONAL MARINE ENGINEERING

357

evident that no change in ullage would result from any change
in trim,

Errors due to the list of the ship can be correctly allowed
for by a similar method to that used for correcting for the
trim of the ship. In Fig. 10, let A’ B’ C’ D’ represent the
transverse section of the tank, which may or may not be sym-
metrical about its center line. Let g-g’ be the calculated locus
of the center of gravity of the free surface, h-h’ the location
of the sounding tube, and let d’ be the distance of the tube
from the locus, and E-E’ any level of the liquid in the tank.

G =

FIG. 10

Let F-F’ be the surface of the liquid when the inclination of
the vessel is 6 degrees, as shown by the vessel’s clinometer.

Then it is evident that /’-J’ is to (EF + E’ F’) as O' J’ is
to E-E’.

But J’-J’ is the change in ullage reading due to the inclina-
tion 9, and (EF + E’ F’) is equal to EE’ X tan 9; therefore
(introducing the ratio of the scales used in drawing the dia-
gram, Fig. 11), we obtain the proportion,

Change in ullage

Tan 6 X breadth of tank
d’ X scale of ullage (U-U’ in Fig, 11).

Breadth of tank & scale of (N-N’ in Fig. 11).

aS Nile
6: & ic” E
ula" £6 Eyl §
rame Bla) O
si rd ae nm Fal @
wl 4 <
: e als ce cog b
sc : ae pe
323 b
hf P u Se S
E ise |
f hea a
y Yy g Ly x 5
Uj2 Uy 1
i
Y
g
°
| ol
o
=
FIG. 11

Using the property of the trapezoid referred to above, con-
struct the diagram shown in Fig. 11 in the following manner :

On the base line U-M erect the perpendiculars U-U’ and
N-M-N’; divide the line U-U’ into equal parts to any definite
scale to represent the ullages as read on the vessel, from zero
to the full depth of the tank. Lay off on N-M-N’ distances
above and below the point M, making the distance for each
degree of heel equal to tan 9 & the mean breadth of the tank,
to any definite scale. From points on the ullage scale, U-U’
as p, p’ p”, corresponding to the ullages at which the distances
d’ in Fig. 10 were calculated, draw lines to the point M as

358

p-M, p'-M, p’-M, U'-M.
in the proportion,

p-u

u-M

Divide these lines at u, u’, u”, C”’,

dad’ X scale of ullage (U-U’)

Breadth of tank X scale of tan 9 X breadth of tank (M-N)

Draw a curve, C”, u, uw’, wu”, C”, through the spots obtained,
and subdivide so that a straight-edge passing through the spot
M will intersect the same figure for ullage on both the scales,
U-U' and C”-C”.

If the sounding tube is toward the port side from the cen-
ter of gravity of the free surface of the liquid in the tank,
mark the scale M-N “List to port,’ and the scale M-N’ “List
to starboard,” but if the sounding tube is toward the star-
board side from the center of the surface, mark N-M “List to
starboard” and M-N’ “List to port.”

In using the diagram spot off on N-M-N’ the list of the ship
in the proper direction, and spot off on U-U’ the ullage as
read from the tank. Lay a straight-edge across the diagram
through the two spots and obtain from the scale C’-C” ; the
equivalent ullage at the center of the free surface of the liquid
in the tank. Use this latter figure for ullage instead of the
ullage read from the tank in finding the capacity from the
diagram shown in Fig. 4.

Incorrect zones at the top and at the bottom of the tank
can be established in a similar manner to those for trim of the
vessel by using the proportions following and referring to
Figs. 10 and II.

U-x

h-B'X scale of U-U’ (scale of ullage)

a-M Breadth of tank & scale of M-N’ (tan 9 X breadth)
U-y h-A’ & scale of U-U’ (scale of ullage)

U-M Breadth of tank & scale of M-N’(tan 6 & breadth)

To find the equivalent ullage in the incorrect zones, find
from the diagram the corrected ullage and also the sounding
tube ullage (#)when the straight-edge intersects the corner of
the incorrect zone. Subtract from the latter the ullage taken
from the tank and call the difference “X.” Also let
a4 =the ullage measured from the sounding diagram by the

straight-edge, viz.: the tube ullage;
B = the breadth of the tank (mean breadth) ;
D =the distance from the sounding tube to the port side of
the tank;
D' = the distance from the sounding tube to the starboard side
of the tank.
Then when the list is to starboard, the decrease from the cor-
rected ullage when the straight-edge intersects the corner of
the incorrect zone at the top of the tank, or the decrease at
the bottom of the tank, equals

Dye D'
57 ei [|
uw 2B

When the list is to port, the decrease at the top of the tank, or
the increase at the bottom of the tank, equals

xe D
eels [—]
Uu 2B

The expressions within the parentheses are constants for any
given tank. Use the net corrected ullage for obtaining the
capacity contained in the tank from the diagram shown in
Fig. 4 as before.

These methods of determining the amount of liquid con-
tained in a tank are absolutely accurate for rectangular tanks,

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, I912

but in tanks of rapidly changing form there is an error due
to the fact that the center of gravity of the free surface of
the liquid varies in distance from the sounding tube with
changes in the list and the trim, but in practice it will be
found that the average tank approximates to the rectangular
form, so that the error from this source usually amounts to
but a small fraction of 1 percent, and can be neglected.

The error due to the slight changes in the capillary effect
between the measuring rod and the liquid in the tank, for
different conditions of temperature and surfaces, may also be
neglected in practice.

The Steamship New Londoner

Last spring Messrs. Irvine’s Shipbuilding & Dry Docks
Company, Ltd., launched from their harbor dockyard the
handsome steel screw passenger and cargo steamer New
Londoner, built for Messrs. The Tyne-Tees Steam Shipping
Company, Ltd., Newcastle-on-Tyne. The vessel is designed
as an intermediate steamer, suitable for their various trades.
Her dimensions are as follows: Length, 275 feet by 35 feet
by 16 feet 6 inches depth molded, having a long, full poop
and forecastle, with a bridge 82 feet long over the poop; the
poop, bridge and forecastle decks are sheathed with wood,
and a steel lower deck is fitted in No. 2 hold.

The vessel is built to the highest class under the British
Corporation classification, having cellular double bottom for
water ballast all fore and aft, also in the fore and after peaks.
She is divided into six compartments by five transverse bulk-
heads. Accommodation for the first class passengers is
arranged in the bridge, and comprises large and well-venti-
lated and lighted staterooms having two berths each. The
dining saloon is tastefully decorated with a dado of Chippen-
dale mahogany, the upper panels being white and gold. Ac-
commodation for a limited number of second class passengers
is fitted in the after end of the poop. The officers and engi-
neers’ accommodation is situated in the bridge.

A promenade deck is formed amidships about 80 feet in
length for the passengers, and four lifeboats are placed on
this deck, giving ample boat accommodation for all the pas-
sengers and crew; a small working boat is also fitted aft. At
the fore end is a large entrance hall and a spacious room
for the captain, chart and wheelhouse, with a flying bridge
overhead. The crew, firemen and petty officers are housed
under the forecastle, where are also the lamp room, paint,
stores, ete.

Particular attention has been paid to the appliances for
loading and discharging the vessel, there being six powerful
steam cranes and self-slewing steam winches, a 12-ton der-
rick being fitted at No. 1 hatch.

A complete installation of electric light is fitted through-
out, including signal lamps, binnacles and clusters for each
hatch, also electric bells for the first class passengers, as well
as a complete outfit of oil lamps as a stand-by. A steam
steering gear on the Wilson & Pirrie principle is placed in
a house aft and coupled up direct to the rudder stock, with
powerful screw gear in case of emergency, and a quick-
warping windlass is fitted on the forecastle for hoisting the
anchors. ;

The engines, which are of the triple-expansion type, were
fitted by Messrs. Richardsons Westgarth & Company, Ltd.,
Hartlepool, the cylinders being 22%4 inches, 37 inches and 61
inches diameter by 42 inches stroke. Steam is supplied by
two large single-ended boilers working under forced draft at
a pressure of 180 pounds per square inch. The design of
machinery embodies the engine builders’ latest practice, the
main condenser being of the “Contraflo” type, with tempera-
ture regulator. The feed pumps are of the slow-speed

SEPTEMBER, IQI2

independent type, and work in connection with a Cascade
filter tank and surface feed heater. Extra large ballast and
auxiliary duplex feed pumps are provided, and other acces-
sories in the engine room include an Aspinall’s governor and
mechanical lubricators of the “Octopus” type. The machinery
has been constructed to the specifications of Mr. D. Belford,
Neweastle, under whose supervision the contract has been
carried out,

The vessel carried out progressive trials over the Whitley
Bay meausred nautical mile, and ran from 9 knots up to 14%,
which is her maximum speed when fully loaded. This was
considered highly satisfactory, as the guaranteed speed was
only 13 knots.

Molasses Tank Steamer Nelson

The steamship Nelson, building by the Fore River Shipbuild-
ing Company, of Quincy, Mass., for the Cuba Distilling Com-
pany, of Habana, Cuba, was launched Aug. 12. The Nelson
is an improved duplicate of the steamer Currier, built by the
Fore River Shipbuilding Company and owned by the Cuba
Distilling Company, and will be engaged in the transportation

INTERNATIONAL MARINE ENGINEERING

359
draft system. The engine will develop a maximum of 2,7co
horsepower, which will give the vessel a speed of more than 12
knots.

For a complete description of this vessel the reader is re-
ferred to the article published on page 20 of the January, 1o1t,
of INTERNATIONAL MARINE ENGINEERING, where full
details, including drawings of the hull and machinery of the
duplicate ship Currier, are given. The principal differences
in the two ships lie in the general arrangement of the hull.
The Currier has five double tanks bounded by transverse and
centerline bulkheads, with a general cargo hold forward and
aft of the tanks, whereas the Nelson has seven double tanks
with no general cargo holds. The total capacity for stowing
molasses is therefore greater in the newer ship, being in this
case 190,000 cubic feet, representing 1,400,000 gallons of mo-
lasses, aS against 138,coo cubic feet, representing 1,000,000
gallons in the Currier.

The propelling machinery is practically identical in both
ships except for a few minor changes.

issue

The Nelson, however,
has two 15-kilowatt, direct-connected General Electric marine
generating sets, whereas the Currier had only one of this size.
The auxiliary condenser is also larger in the Nelson, haying
4,000 square feet of cooling surface, that on the Currier having

LAUNCH OF THE NELSON AT THE FORE RIVER SHIPYARD

of molasses in bulk between Cuba, Porto Rico and American
ports, principally New York. She is also constructed in such
a way as to enable her to enter the transatlantic trade. The
principal dimensions are as follows:

Length between perpendiculars............ 370 feet.
Beammemo ded, 4 ads ance terrae cee 52 feet.
Depth, molded to upper deck............. = 30 feet

Drattapload edty.ys1..- caster a -tel rset: 23 feet.
Grossmronnaces (bout) Maaeeeeene nr een 4,700 tons.
ING toma (ADOUKE)) cocoaccossvcvvc0a0006 2,8co tons.

The vessel can be used for the transportation in bulk of
molasses, oil or other liquid cargo. The total stowing capacity
for molasses is 190,000 cubic feet, representing over 1,400,000
gallons. When carrying petroleum, with the oil carriage and
tanks and inner bottom, the vessel will have a capacity of
1,600,000 gallons.

The vessel has three pole masts, fitted with cargo booms
having a capacity of 5 tons each. The propelling machinery is
located in the stern of the ship, consisting of a vertical in-
verted, three-cylinder, triple-expansion engine, with cylinders
25 inches by 41 inches by 68 inches, and a common stroke of
48 inches, supplied with steam at 190 pounds pressure by three
single-ended Scotch boilers, working under the heated forced

only 1,002 square feet of cooling surface. This change neces-
sitated using an auxiliary condenser circulating pump 7%
inches by 8!4 inches by 10 inches on the Nelson in place of one
6 inches by 4 inches by 6 inches on the Currier. Otherwise
practically the same auxiliary machinery was installed in both
vessels.

The Speediest Destroyer of the French Navy

What is said to be the fastest destroyer in the French navy
is the Bouclier, recently built by Messrs. A. Normand & Co.,
Havre. On her recent official trials she maintained a speed
of 35.334 knots, whereas the contract called for only 31 knots.
The vessel is driven by the latest improved Parsons turbines,
built by the Compagnie Electro-Mancanique, of Le Bourget,

near Paris. She has the following particulars:

ILemeva Over alll,cocoboooucs000000 233 feet 4 inches
Beam 24 feet 10 inches
IDS oyletaaie accu de co ce pe ne haere 16 feet 5 inches
IDFR aes oo aeos ocoue VON On eer eee 12 feet 6 inches
Dignkacsment;, sill Ioacl.cccccocoses 660.4 tons
Contiract speed occooccccccco0sc00c 31 knots

360

Her hull is built with a flush deck fore and aft, except for
the forecastle deck, which gives a high freeboard forward.
The hull is divided into ten watertight compartments. The
crew is berthed forward and the officers and petty officers aft.

The armament consists of two 4-inch, quick-firing guns,
one forward and one aft; four 2.5-inch, quick-firing guns,
two on each side; four 18-inch torpedo tubes; the ammunition
supply includes 450 rounds per gun and 6 torpedoes.

Steam for the turbines is supplied by four oil-fired Nor-
mand watertube boilers, located in two watertight compart-
ments. Each of them is fitted with nine Normand burners,
receiving the fuel from Normand special heaters. The heat~
ing surface of each boiler is 5,277 square feet, the working
pressure being 228 pounds per square inch. At full power
the boilers are operated under a pressure of 4.4 inches of
water.

The main engines consist of three sets of turbines, each
driving a separate shaft. A high-pressure turbine drives the
center shaft, and two low-pressure turbines drive the wing
shafts. They have been designed to work at 1,000 revolutions
per minute, the propellers being 5 feet 3 inches diameter and
4 feet 11 inches pitch.

The results obtained on the full-power trial were as fol-
lows:

IDEKATOM Oi tN, INOW. occocacccv00a0000 6
iinialadisplacenentstonSme ene eee erer 660.44
IPRSSSuRe ate Inonllet, MOUNTS. 0656050000000 217
Pressure at steam chest, pounds.......... 183
Pressure of fuel at burners, pounds....... 143
IRGWOMCMONG, WERE cocccccond000du00000¢ 1,034.02
Spaaal, AVERAGE WENO coccacccoccdccocceec 35-334
Sead, comtmacical, IsnOwS.cccocesccocaccccs 31
SMA INORSEMOWEP soccconcesccgvccceccocs 15,000
Viacuuniyeinchesttascrue “asi oot hornet oe 28
Fuel consumption per hour, pounds....... 21,192
Fuel consumption per contract, pounds.... 29,781
Fuel consumption per shaft-horsepower,

POUNCS wey Anwears Ra eo eee moe 1.40

Eight-hour consumption trial:

Revolutions per minute, average.......... 325.18
Syncaal, average ISN coscvndcsccnccu00uc 14.06
BA KINOMSODOWEE ocodoococoonpn0ccc0e000c 1,400
Wa cuunyeinch estes sense cktecriooe erie 28.1
Consumption per hour, pounds............ 1,915
Consumption per shaft-horsepower, pounds. 1.30

A Diesel Motor Tank Vessel

BY DR. ALFRED GRADENWITZ
The German-American Petroleum Company, which already
commands twenty-three steamers, aggregating more than
84,000 gross tons, has entrusted several firms of German ship-
builders with the construction of some further vessels intended
for the transport of petroleum between Europe on one side and
North America or the Far East on the other, thus increasing
and partly renovating its present fleet. Part of these new
vessels—all of which are being designed as tank vessels—will
be propelled by motors, thus embodying for the first time in
this special branch of shipbuilding an undoubted advance,
which, quite apart from other reasons, would seem to deserve

early imitation because of the reduced fire risk.
Among the motor vessels ordered in this connection, a tank
vessel of about 15,000 tons carrying capacity seems to be of
more than passing interest, because of its extraordinary dimen-

sions. Apart from being the largest motor ship so far in
existence it will, in fact, be the largest tank vessel so far
constructed.

This vessel is being built hy Messrs. Krupp Germaniawerft,

of Kiel, according to the new Isherwood longitudinal frame

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, I912

system, as a. shelter-deck vessel carrying three continuous
decks. Its dimensions will be as follows:
Wernigith: \. jared ciecs R Ree eR OOO ee 528 feet.
Breadth: hes 5 a Seat ae eae eee 66.63 feet.
Hieightat vsidess:. canoes Gace cee Pete 41.48 feet.

As owing to special arrangements nearly the whole upper
‘tween deck is left out of account, the net tonnage is relatively
small as compared with the dimensions of the vessel.

The tanks occupy about two-thirds of the length of the
vessel, being divided by transverse bulkheads into eleven
compartments, each of which is in turn sub-divided into two
separate tanks by a continuous longitudinal central bulkhead.
These tanks are continued as far as the third deck, whence
an expansion shaft extending the whole length of the tanks
goes to the second deck, taking up one-quarter of the whole
breadth, and thus reducing the freely-moving surface of the
liquid cargo to one-quarter of the breadth of the vessel. Beside
the walls of this expansion shaft there are arranged some
tanks, intended on one hand to afford additional
carrying capacity for an oil load of lower specific weight than
the average petroleum, and on the other to allow existing
regulations in regard to the load-line to be more easily com-
plied with in the different seasons of the year. In order to
protect the terminal compartments against any invasion of oil
in case of leakage of the tanks, cofferdams, consisting of a
shelter formed by two bulkheads, are fitted into their forward
and after ends. Another cofferdam inserted between the
tanks No. 2 and No. 3 allows different kinds of oil to be safely
separated from one another.

Between tanks No. 5 and No. 6 there is provided a pump
room containing steam pumps of 15.2 inches and 12.4 inches
cylinder diameter, respectively, and 18.4 inches stroke, which
are able in a short time to empty the holds. Arrangements
have also been provided for allowing these pumps to be used as
suction pumps, drawing in the oil from the shore. The suc-
tion and pressure pipes are so arranged as to allow the pumps
to draw in the oil from any tank, transferring it into any tank
desired.

In order to allow the holds to be entered without any risk
for the sake of inspection or repair work, any residual poison-
ous gases should be removed, allowing fresh air to take their
place. To effect this the suction pipes of the holds can be
connected to a powerful steam-driven fan drawing off in a
short time any poisonous gases and throwing. in fresh air into
the tank. This ventilation is activated considerably by blowing
steam into the holds. Moreover, all the holds are well
ventilated, the discharge tubes being carried up the masts.

Two single-action, two-cycle Diesel motors, designed ac-
cording to the Germania Shipyard’s special system, are used
to propel the vessel. These two motors, with about 125 revolu-
tions per minute, yield a total output of about 3,500 effective
horsepower, imparting to the vessel an ocean speed of Io knots.

The electric light and power plant comprises two I10-volt
dynamos, direct coupled to engines of 35 horsepower each.
Electric drive is provided for a fire pump, a deck rinsing pump,
a ballast pump and an oil pump destined to replenish the fuel
tank. Some further pumps in the engine room for the transfer
of ballast or fuel are operated ‘either by steam or by com-
pressed aid generated by the motors. Ina similar manner the
rudder machine, while being generally driven by compressed
air, is provided with steam connections.

The steam required for heating as well as for apezatine the
two oil pumps, the oil transfer pump, ballast pump and the
dynamo is generated in a small auxiliary boiler designed for
oil fuel.

The new vessel has been assigned the highest class of the
British Lloyds ** 1co A-1, and is being fitted up with the most
up-to-date arrangements, corresponding to the latest advances
in engineering.

“summer”

301

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, I9I2

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INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

Plans for a New Steamship Terminal in New York Harbor

BY H.

On account of the congestion along the waterfront of the
Island of Manhattan there are now some thirty-three com-
panies unable to obtain berthing facilities, and it is necessary
that other locations at the port of New York be found where
large terminals can be advantageously situated.

It is essential that at a place to be selected for such a ter-
minal it should be possible to successfully fulfill all the re-
quirements of a modern terminal, so as to secure rapidity and
economy of transference, and that it should be in every re-
spect a.transhipment terminal. It should not be chiefly a
railway terminal with classification yards, transfer and dis-
tributing yards predominating, but a combination of all that
make up a correctly planned terminal, with all the elements
properly proportioned. Not only must provision be made for
the foreign and coastwise commerce, but also for the trans-
continental and intercoastal commerce.

In addition, there are the fast-freight export shipments,
now becoming so important, which give emphasis to the neces-
sity for the rapid handling of freight at any terminal.

As discussed at the last International Congress of Naviga-
tion, held in Philadelphia in May and June of this year, it was
recognized that a terminal consisted of a number of important
elements, none of which could be dispensed with if the ter-
minal was to be able to compete successfully with other cities
for the ever-increasing foreign and domestic trade. A ter-
minal must have all its elements co-ordinated or tied to-
gether; that is, the warehouses, industrial sections, railroad
tracks, the outbound and inbound houses, each with their
respective tracks and platforms, the transfer station, classifi-
cation yards, car storage yards with ample placement tracks
supplementing the transfer station; then the sheds rearward
of the piers, the piers, wharves, and the latest type of transit
sheds, and all of these connected by such standard mechanical
transferring appliances as have proved most successful.

Location

As the through or commercial traffic, inland, even to the
Middle West, including the domestic as well as the foreign,
comprises a large proportion of the total freight handled in
New York harbor, a terminal to provide for this must be so
arranged that the freight can be transferred, as far as the
character of the freight will permit, directly between the
vessel and the car, thereby avoiding the expense of rehandling
by manual labor, of lighterage, which costs 60 cents (2/6) or
more per ton, and of high land rental or interest, which must
be charged to every ton. The reduction in the expense for
manual labor alone for this transference will be about 20
cents (0/10) per ton. - There is also a possible saving, due to
the rapidity of transference, in the charter value of steam-
ships estimated at 12 cents (0/6) per ton. If all the possible
economies can be effected there will be a positive saving of 60
cents (2/6) lighterage, plus 18 cents (0/9) pier rental, plus 20
(0/10) mechanical transferring, plus 12 cents (0/6)
charter value saving in time, making a total saving of $1.10
(4/7) per ton.

To eliminate the lighterage charges for this through or
commercial freight, the terminal can be located most advan-
tageously on the mainland of New Jersey, but not in such
places as would require bridges or long trestles near the
terminals to connect with the West, and not on wholly or
partially submerged Government or State lands. There must
also be the possibility of connecting with two or more compet-

cents

ing railways.

* Consulting engineer, 17 Battery Place, New York.

McL,

HARDING*

At first it seemed impossible to satisfy all these conditions,
but finally, after much difficulty, between 900 and 1,000 acres
were purchased on the mainland of New Jersey at the
junction of the Staten Island Sound and the Rahway River,
and plans have been prepared for the erection there of a mod-
ern steamship terminal to be known as the Montgomery Ter-
minal. The site is about midway between the Raritan Bay
and the Kill yon Kull and to the west of Staten Island,
thereby securing a protected waterway either to the North
or to the South. ;

The width of Staten Island Sound opposite the Montgomery
Terminal is about the same as the Thames at London, and by
dredging the point of an island now controlled by the terminal
a width of nearly half a mile can be secured. Below the ter-
minal the Sound gradually widens.

Through this Sound there passes a traffic of nearly 30,000,-
oco tons annually. There is a depth of 2174 feet at low
water and above 26 feet at high water.

Capactry oF TERMINAL

As planned there will finally be a track capacity pertaining
to the terminal of not less than 30 miles and a car placement
of some 3,000 cars. This trackage will include the distributing
leads, storage tracks and sidings.

The transferring capacity per lineal frontage of quay or pier
wall, as planned, provides for not less than 4,000,000 tons
annually. This is based upon the experience of many ports,
even those not equipped with modern appliances. The esti-
mate is most conservative.

Within the slips and along the quay walls of the Staten
Island Sound section the plans provide for berthing facilities
for twelve large-sized freighters at the same time, and further
development will add eleven more, besides space for a number
of barges and lighters.

Upon the north side of the Rahway River, and along the
quay walls of the basin, there will be berthing facilities for
thirteen additional large freighters, besides room for barges
and lighters. Upon the south side of the river there will be
berthing frontage for thirteen additional steamships.

It is to be noted that the river and basin constitute an en-
closed tidal dock similar to those of foreign ports.

Instead of giving the number of square feet of the floor
area of the sheds or other buildings as a capacity unit, which
are generally considered as tiering the goods only 5 feet in
height, it is more correct to give the available or effective
cubical contents in terms of tonnage-holding capacity. Allow-
ing 100 cubic feet per ton instead of 4o cubic feet per marine
ton, and which is nearer correct for miscellaneous freight,
and tiering 20 feet in height, due allowance being made for
passageways, then the holding capacity of the five pier sheds,
as shown, each one story in height, would be a total of 61,200
tons. The sheds are of such height that the miscellaneous
freight can be tiered to feet higher, proper consideration being
given to the character of the freight.

As shown, there are twenty-seven land sheds, each 4o0 feet
by roo feet, and of one and one-half stories in height. Using
the upper story for holding, or in some cases for storage, sup-
plemented by the temporary holding capacity of the first half-
story, there would be a total holding capacity in the twenty-
seven sheds of 183,600 tons.

Six warehouses are provided, each 100 feet by 300 feet, and
these will have a total storage capacity of 72,000 tons. These
warehouses are so arranged that they can be extended 300

SEPTEMBER, IQ12

feet further towards the north, thereby doubling the storage
capacity.
; RAILWAy CONNECTIONS

This terminal is so located as to have direct railway connec-
tion with two lines of the Central Railroad of New Jersey, the
main line of the Pennsylvania Railroad, and either directly or
through other lines with the Lehigh Valley, the Baltimore &
Ohio, the Philadelphia & Reading, the Erie, the West Shore,
and by water with the New York Central and the New York,
New Haven & Hartford.

SHEDS

The sheds about the slips will be constructed of steel frames
with corrugated walls with reinforced concrete foundations.
The sheds directly back of the piers on the Sound section and
to the east of the basin constitute what may be called ware-
house sheds. There have been planned seven groups, each of
four buildings, making twenty-eight in all, to be built as
needed and divided by fire walls. They will be one and one-

INTERNATIONAL MARINE ENGINEERING

‘

363

ered by modern machinery, and by one operation transported
to or from a ship’s hold,

These details, as to the type of building and the handling of
cotton and other commodities, have been carefully worked
out for each class of freight. A distinction will be made
between the type and location of warehouses for long storage;
that is, for a number of months, and for what may be called
“transit freight warehouses” in distinction from the tran-
shipment sheds. As soon as the volume of business requires
it, it is planned to locate the long-storage warehouses in the
industrial section.

According to the “Report on Terminals,’ by the Hon. Her-
bert Knox Smith, formerly Commissioner of Corporations of
the United States, one of the essential elements of a terminal
is the industrial section. This space, as shown, has been laid
out for industrial lofts, and for the larger as well as for the
smaller industrial establishments.

To the rear of this section, to the west, is a large area for

PLAN FOR MONTGOMERY TERMINAL ON NEW JERSEY MAINLAND, STATEN ISLAND SOUND, PORT OF NEW YORK

1
half stories in height of steel frame on reinforced concrete
foundation. The walls will be of reinforced concrete and the
roofs of cement tile.

The warehouses proper will be of similar but heavier con-
struction, with walls of reinforced concrete and of several
stories in height.

In the beginning there will be two groups of these ware-
houses, each composed of three buildings. The large cotton
sheds will finally be located south of the river, and will be of
reinforced concrete, divided into sections by concrete par-
titions, each partition to hold the limited number of bales as
required by the underwriters.

According to the latest methods at other terminals the
roofs of these sheds will consist of movable roof panels, so
constructed as to form rolling hatches, which can be moved to
one side, so that the whole or part of a roof can be opened,
and through these roof hatches loads can be raised or low-

additional trackage, other industrial establishments and the
residential section. This has been designated as the industrial
area, a distinction from the industrial section.

TRANSFERRING MECHANISM

In order to determine what classes of machinery should
be installed, so as to secure the greatest rapidity and the least
cost of transference, the different kinds of commodities to be
handled should be separately considered.

For mechanical transhipment freight can be divided into
two great classes; the first being bulk freight, such as ore,
coal, phosphate and sulphur, and the second, miscellaneous
cargoes of steamships and the package freight of cars, con-
sisting of boxes, barrels, cases, packages of every kind, size,
weight and description, from a grand piano or a hogshead of
tobacco, to a crate of eggs or a case of feather-weight mil-
linery.

364

In addition, there are cargoes of one commodity, but often
of many marks, such as cotton, sugar, coffee, rice and bales
of many kinds of material. These would be handled by the
same class of machinery as package freight. There is, more-
over, a third class, consisting of exceptionally heavy or bulky
units which cannot well be divided, for which a few special
machines are adapted.

The movement of bulk material is generally between two
points only, and the chief requirement is continuous rapidity.
This is attained by means of grab buckets of various types in
combination with link belt conveyors or various forms of rub-
ber belt conveyors, moving platforms or chains.

Locomotive cranes can often be advantageously employed,
but at terminals where there is a large proportion of water-
front to the terminal area, a floating crane is of the greatest
utility. It can be easily moved from one place to another,
and, equipped with a grab or clam-shell bucket, can unload
bulk material rapidly, or with hooks instead of the buckets
can take the place of the stationary crane for heavy weights
or bulky material.

At a terminal where electricity will be exclusively employed,
such a floating crane will be furnished with electric motors,
and arrangements will be made for “plugging in” at conveni-
ent intervals.

Miscellaneous freight-handling appliances and those of more
universal application, may be considered under three classes.

The first is the ship’s winch, which, when there are several
operating at one hatch, gives good economy, and would give
a fair rapidity were it not for the congestion at the place of
landing upon the pier. In some cases a platform is pushed out
from the side of the pier at the first or second story for the
reception of these miscellaneous packages.

Realizing the great disadvantage of this congestion and the
limitation of the ship’s winch the engineers at all important
foreign ports have installed cranes of the traveling gantry
type. In some cases, as at Hamburg, over 130 of these cranes
have been installed around a single dock at a total cost of over
$600,000 (£123,000). It is proved by this universal custom
abroad that it is not profitable for ships to use their winches
on account of the detention of the ship. As the charter value
of a ship may be $400 (£82) or more per day, the saving in
the time of loading and discharging is of financial importance.

The ship’s winch is confined in its action to about 6 feet
from the edge of the pier. The gantry will serve a half circle
of 35 feet radius. In each case the next movement involves
the great expense for the manual labor of rehandling.

In working out the plans for the Montgomery Terminal it
was determined to carry out the resolution according to the
programme of the International Congress of Navigation, that
by mechanical appliances it should be possible to serve di-
rectly all places within the limits of the terminal. This means
that by mechanical appliances it should be possible to transfer
the freight between the vessel and any portion of the pier or
pier shed, including tiering, or the bulkhead, the car plat-
forms, the dray areas and platforms, the warehouse yards,
marginal way and the industrial section continuously, rapidly
and without rehandling.

To achieve these conditions of far distant hoisting and
conveying it has been determined to use “transferagé” or
cross-space conveying, and to install movable tracks, whereby
one movable track, at a far less expense, would replace many
stationary, cross-gridironing tracks of the older methods,
serving all space by the machinery which no stationary tracks
could do. i

To secure these results most satisfactorily the best type of
connection between the fixed and movable cross tracks was
selected. One of these types of switches is called a glider, or
gliding switch, and another the opening glider, which latter
permits the transferring machinery to pass by the switch, con-
tinuing in a straight line, or to take a movable cross-over or

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

the movable loop track. This latter type is controlled by the
transferman from his cab,

All parts of the terminal, including the industrial section,
are connected by the above overhead runways, and also by
surface railroad tracks for full carloads. The industrial sec-
tions are also connected with the berthing locations of the
waterfront, all railway platforms and the team track section.

According to this arrangement freight when delivered upon
the piers, bulkheads, marginal way, if a carload lot, is con-
veyed by surface railway to its destination about the terminal.
A small waterborne consignment, or portion of a mixed car-
load, is transported directly to its place by overhead runways,
whether to the shed, warehouse or factory. This ease and
flexibility of shipping and receiving goods make the indus-
trial sections remote from the waterfront equally valuable
with those adjoining the marginal way.

The number of tractors and transfer trailer hoists will de-
pend upon the tonnage to be transferred, and any or all of
the tractors and transfers can be concentrated at any portion
of the terminal for quick transferring. At some locations the
transferage system will be supplemented by the walking
gantry crane, and at others by the ship’s winch. Hinged loops,
or movable projection loops, will be arranged to extend over
‘the ship’s hatches and decks and also to serve barges and
lighters.

The great points of advantage which such a terminal pos-
sesses are its great land area, its railroad connections, its
location and the superiority of its transferring machinery, so
as to secure the lower transhipment costs and less ship de-
tention, due to the rapidity of loading and discharging by
such appliances.

Quarterly Report of Progress of U. S. Naval Vessels

The Bureau of Construction and Repair, Navy Department,
reports the following percentage of completion of vessels for

the United States navy:

3A TTLESHIPS

Tons. Knots. May1. Aug. 1
Wyoming . 27,000 20% Wm. Cramp & Sons......... 97.0 99.3
Arkansas .. 27,000 20% New York Shipb’g Co...... 96.0. 99.3
New York. 28,000 21 Navy Yard, New York. .-... 35.3 48.2
Texas ..... 28,000 21 Newport News Shipb’g Co... 61.0 72.1
Nevada ... 28,000 20% Fore. River Shipb’g Go...... 0.0 4.0
Oklahoma . 28,000 20% New York Shipb’g Co....... 0.7 3.3

TORPEDO BOAT DESTROYERS
Jarvis 742 291%4 New York Shipb’g Co...... 80.2 90.8
Henley 742 29% Fore River Shipb’g Co...... 75.1 93.6
Beale ..... 742 2934 Wm. Cramp & Sons......... 78.9 97.0
Cassin (422 o> eee bathe LronmVVioLkseeeeeee ern 15.6 42.3
Cummings . 742 29% Bath Iron Works........... 15.5 30.7
Downes ... 742 29% New York Shipb’g Co....... 10.7 16.4
Duncan ... 742 291% Fore’ River Shipb’g Co...... 181 34.3
Aylwin 742 2914 Wm. Cramp & Sons......... 18.4 48.0
Parker .... 742 20%4 Wm. Cramp & Sons......... 16.4 42.2
Benham ... 742 297% Wm. Cramp & Sons......... ijl 38.9
Balch 742 291%4 Wm. Cramp & Sons......... 14.4 37.3
SUBMARINE TORPEDO BOATS
B23 aia ake. , See Com, & ID, 1D, COs0c00 91.3 99.9
Way Pye tateretele Seattle Con. & D. D. Co..... 90.6 90.8
Gadde stavelorave 5006 6(oooe]}=«(Whe, Chava & SOM. accc0000 73.5 79.5
3H, igbiodoa0 .... .... Newport News Shipb’g €o... 85.8 86.0
Gal eyeriacher Wake: DMB Cone 90.2 91.1
BG Cecedad Union Iron Works.....-..-. 66.3 76.2
1G} sobnooc Union Iron Works.......-... 66.5 75.7
18. ooooodS Seattle Con. & D. D: Go..... 63.6 73.3
G8) Saas Waker Ds IB Gober 46.6 54.9
RSI sscc006 Fore River Shipb’g Co...... 30.8 43.9
Ke Secsoo6 Fore River Shipb’g Co...... 30.1 43.4
NCE owadace Union Iron Works........... 36.6 47.9
Kd Buea sooo cocoon See Com, &2 1D, ID, COsosco 30.2 40.7
KG ossagde acoso oooo oa Wier Siw COsooove 13.5 26.2
IKE ogoac0 ... Fore River Shipb’g Co..-... 13.5 25.8
Kids eoncue Union Iron Works.....-.... ily/5) 28.2
UCo pocouds Union Iron Works........-. wb 7/{5) 28.2
COLLIERS

Proteus ... 20,000 14 Newport News Shipb’g Co... 54.8 61.9
Nereus . 20,000 14 Newport News Shipb’g Co... 46.9 56.7.
Orion . 20,000 14 Maryland Steel €o...2.-.... 77.1 99.9
asonteereter: 20,000 14 Maryland Steel €o....-.-... 36.9 47.7
Jupiter .... 20,000 14 Navy Yard, Mare Island.... 62.0 78.2

SEPTEMBER, IQI2

INTERNATIONAL

The New Floating Dry-Docks for the

BY FREDERICK

The two floating docks ordered some two years ago by
the British Admiralty for the accommodation of dreadnought
and super-dreadnought battleships—one for Sheerness from
Messrs. Swan, Hunter & Wigham Richardson, Ltd., of
Wallsend-on-Tyne, and the other, to be stationed at Ports-
mouth, from Messrs. Cammell Laird & Company, Ltd., of
Birkenhead—have now been completed, and in the accom-
panying engravings is illustrated the Sheerness Dock. This
dock, like that for Portsmouth, has been built from the de-
signs of Messrs. Clark & Standfield, of Westminster, and it

MARINE ENGINEERING

365

British Admiralty

Ce COLE RIVA

ness. From the dimensions on the drawings of the dock (not
shown) the dock is 680 feet in length over platforms, 640 feet
34 inch in length over the pontoons, and 144 feet 34 inch in
width. The clear width between the rubbing timbers on the
top deck is 113 feet. The side walls are 65 feet 65% inches in
height on the outside of the dock and 46 feet 57% inches above
the pontoon. In length they are 520 feet 34 inch along the
pontoon deck and 440 feet %4 inch at the top. The depth of
the pontoon is 19 feet 634 inches. The total area occupied by
the dock is no less than 2% acres.

FIG. 1.—GENERAL VIEW OF 32,000-TON ADMIRALTY FLOATING DRY-DOCK

is of the “box” type, with two side walls; that is to say, on
each side of the pontoon proper and running almost the full
length of it there is: erected a side wall. Not only are these
side walls permanently attached to the pontoon but the dock
cannot be taken apart in any other way. This broadly con-
stitutes the difference between the “box” dock and docks of
the “self-docking” type. The latter are built in detachable
sections, so that one or more portions of the dock can raise
the remainder for purposes of cleaning, painting and re-
pairing.

The dock illustrated is intended for working in connection

with the Chatham Dockyard, and it has been berthed at moor-
ings specially laid down by the British Admiralty in Salt
Pan Reach, in the River Medway, near Port Victoria, Sheer-

Fie. 4 affords a good view of an early stage in the construc-
tion, as it shows the bottom plating entirely laid and some of
the bulkheads of the bottom pontoon erected. The height of
these bulkheads, or, in other words, the depth of the pontoon,
is 19 feet 634 inches.
cantilever electric traveling cranes, which have proved in-
valuable in lifting material for the dock and placing it in
position. It was under the great building shed shown on the
left side of some of the illustrations that the Mauretania was
built. The weight of steel plates and angles worked into the
dock amounts to about 12,000 tons. The keel blocks, of
English oak, are spread over a length of 640 feet, and the two
lines of bilge blocks on each side cover a length of 280 feet,
and Fig. 1, which is from a photograph taken from one end

Overhead are shown the four great

3 Ne)

of the dock as she was moored, shows the arrangement of
the three lines of keel blocks and also gives a good idea of the
length of the dock. At the bow end of the dock there is a
pair of flying gangways of lattice construction, giving access
from one wall to the other.

The mooring arrangements are unusually large and strong
At each end
of each wall there is a strong timber roller fender to assist in
Up the face of
each wall are accommodation ladders, giving access from the
pontoon dock to the top of the walls, and details of these are
shown in Fig. 4, which also illustrates the three platforms
which run along the inside of each wall below the top decks.”

so as to efficiently hold the dock in a tideway.

the guiding of vessels when being docked.

FIG. 2.—LATHE SHOP IN STARBOARD WALL OF ADMIRALTY DOCK

At the forward end of the starboard wall is placed the
valve house, from which are controlled all the valves and
pumping arrangements for the various compartments of the
dock.

The valve operating gear is of the Westinghouse electro-
pneumatic system, which has been in use for the working of
points and signals on railways in all parts of the world since
1892, and has since been adopted for the operation of the
water valves on floating docks. The presses are operated
by air, compressed to five or six atmospheres, and controlled
by means of valves operated by an electro-magnet. When
the magnet is energized (7. e., after the slide lever in the
valve house has been pulled over) the exhaust passage of the
valve is closed and the inlet opened, and the air passes into
The position
of this apparatus is indicated back to the valve house by
means of the circuit breaker shown to the left of the press,
the arm of which has the as the and
hydraulic valve. All the time the magnet remains energized
the valve is. lifted, but when the current is cut off by the
movement of the slide lever in

the press and thereby lifts the hydraulic valve.

same travel press

the valve house the air is
expelled by the weight of the valve and rod. Should the
electric current fail the electro-magnets can be operated by

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, I912

hand, and also, if the air pressure should fail, the valve can
be opened by the hand-lifting gear provided above the stirrup
of the press.

The bottom pontoon is divided both longitudinally and
transversely by a number of watertight bulkheads, and the
two side walls each have a watertight deck running along their
whole length. These bulkheads and decks divide the pontoon
and walls into about eighty watertight compartments. These
are grouped into sections, each of which has its own set of
valves, so that it can be Hooded or emptied independently.
Telephones connect the with the
principal control station.

In the port wall there is living accommodation for the dock

various machine spaces

master, petty officers and dock crew, and also messrooms, lava-
tories, etc.

At each end of each wall are two steam boilers, each work-
ing at a pressure of 155 pounds per square inch, and all of
these were built at the Neptune Works of Messrs. Swan,
Hunter & Wigham Richardson, Ltd. -

The pumping machinery comprises eight sets of compound
diagonal type steam engines with eight sets of 16-inch vertical
standard centrifugal pumps, supplied by Messrs. Gwynnes,
Ltd., of the Hammersmith Iron Works, London, and working
at 275 revolutions per minute. In each wall are also placed

FIG. 3.—DYNAMO ROOM

two direct-acting Worthington steam pumps, capable of deliv-
ering 400 gallons of water a minute, and these are intended
for fire and wash-down service.

In order to warp ships into position eight powerful steam-
driven capstans, by Messrs. Hartfields, of London, are fitted
on the walls; and there are also placed on top of the walls
two 5-ton electric cranes, supplied by Messrs. Joseph Booth &
Bros., Ltd., of Rodley, Leeds, each capable of working through
a radius of 60 feet.

Fig. 3 is a view of the dynamo room to be found in each
wall. The machinery consists of duplicate sets of . Messrs.
3rowett, Lindley & Company’s two-crank compound enclosed
engines, running with forced lubrication at 400 revolutions per
minute, and each driving a Westinghouse direct-current gen-

SEPTEMBER, 1912
erator. The engines have cylinders 16 inches and 24 inches
diameter by 1o inches stroke, and they are mounted on an
under-base, which also carries the generator. They are fitted
with a shaft-throttle governor, also an emergency safety gov-
ernor, which can be worked either by hand or automatically
from the main governor when the speed increases 10 percent.

The pistons are fitted with restrained type piston rings. The
piston rod and valve rods for both high-pressure and low-
pressure cylinders are fitted with metallic packing. Each set

is capable of developing 310 brake-horsepower (210 kilowatts)
as a normal load with 140 to 150 pounds steam pressure work-
ing non-condensing, an overload of 10 percent for two hours
with I10 pounds steam pressure, condensing and non-con-
densing, also to develop full load with too pounds steam pres-

INTERNATIONAL MARINE ENGINEERING 367

In the lathe shop are five center high-speed lathes and one
6-foot chock lathe, all supplied by Dean, Smith &
Grace, Ltd., of Keighley, Yorks., and one horizontal boring
and milling machine by John Holroyd & Company, Ltd., of
Milnrow, near Rochdale.

Messrs.

In the machine shops are various
machines for milling, drilling and planing, and also a belt-
driven hack-saw. In the coppersmiths’ shop is a hydraulic
copper pipe-bending machine, supplied by the Leeds Engineer-
ing & Hydraulic Company, and two coppersmiths’ hearths, by
Messrs. Alldays & Onions.

The dock is designed to lift battleships up to displacements
of 32,000 tons, having a maximum dratt of 36 feet, and was
built at a cost of approximately $1,314,000 (£270,000).

The dock left the Tyne in the middle of June, and was

FIG. 4.—DOCK UNDER CONSTRUCTION, SHOWING SUBDIVISION OF BOTTOM PONTOON AND SIDE WALLS

sure and 50 percent overload for short periods with increased
steam pressure.

This equipment of electrical machinery supplies current for
driving the machinery in the workshops, the traveling cranes,
the valve gear, lighting, etc., and also power and light for any
warship that may be in the dock. At the top of the walls are
placed large electric arc lamps hanging from revolving stand-
ards, and in addition to these there are numerous portable
clusters of lamps.

In each wall of the dock there is an air compressor, sup-
plied by Messrs. Alley & Maclellan, of Glasgow, which pro-
vides power for the electric pneumatic valve operating gear,
and also pneumatic tools, of which there is a complete equip-
ment.

In the starboard wall there is a complete range of work-
shops, comprising a smithy, lathe shop, machine shop and cop-

.persmiths’ shop. In the smithy is a flanging machine, by
Messrs. Bertrams, of Edinburgh; punching and shearing
machines, by Messrs. Hulse & Company, Ltd., of Manchester;
smiths’ forges, by Messrs. Alldays & Onions Pneumatic Engi-
neering Company, Ltd., of Birmingham, and a.5-cwt. power
hammer, by Messrs. Peter Pilkington, Ltd., of Preston, Lancs.

towed to the Medway in charge of four tugs of Messrs. L.
Smit & Company’s Sleepdienst, Ltd., of Rotterdam.

We understand that the departmental committee recently
appointed by the president of the Board of Trade to advise
on the watertight subdivision of merchant ships of all classes,
is now about to consider the question of the construction and
fitting of watertight doors. who desire to
bring their inventions to the notice of the committee can do

Those makers

so by writing, in the first instance, to the secretary of the
bulkheads committee, Board of Trade, Whitehall Gardens,
London, giving an outline of what they wish the committee
to consider with relative papers. It
ventors who are not engineers or naval architects to take

would be well for in-

expert advice before sending in their proposals.

The Bureau of Navigation reports 191 sailing, steam and
unrigged vessels of 28,241 built United
States and officially numbered during the month of July. Of

gross tons in the
these five steel steamers, aggregating 4,505 gross tons, were
built on the Atlantic and Gulf coasts, and six, aggregating
5,288 gross tons, were built on the Great Lakes.

368

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, IQI2

Performance of Notable Sea-Going Diesel Engined Vessels

IBY 12

to time INTERNATIONAL MARINE ENGINEERING
has published articles describing ships propelled -by Diesel
Most of the mentioned have been either
auxiliary motor ships (as, for instance, the splendid big sail-

From time

engines. ships
ing vessels Queville and France or smaller craft for river or
With the exception of the Yotler and the
Selandia no real sea-going cargo traders have been described.
3ut if the Diesel engine is going to revolutionize the shipping
world it should be capable of driving the ordinary cargo
boat—that is, the tramp. Small, high-speed Diesel engines, as
constructed in Germany for submarines, may be very useful,
but a new type of propelling machinery for cargo carriers is
of far greater importance.

In the following a description will be given of the ocean-
going cargo boat Vulcanus, which is propelled by Werkspoor

coastwise use.

MULLER

VAN BRAIKET

a pump room and engine room. Two cofferdams are built,
one forward and one aft of the cargo space.

PROPELLING MACHINERY

The engines and auxiliaries were designed and built by the
Werkspoor Works, of Amsterdam, This firm has for many
years engined a great number of passenger and cargo
steamers, and for the last fifteen years has taken up the con-
The experience gained by the
construction of marine steam engines was of great benefit
when the oil engines for the /ulcanus were designed, because
the knowledge and skill of the men who will have to handle
the machinery should be taken into account when a ship is
fitted out with a new type of engine. The Werkspoor Works,
therefore, endeavored to design a Diesel engine which, be-

struction of Diesel engines.

DIESEL ENGINED CARGO BOAT VULCANUS

Diesel engines. This description will be followed by a brief
account of the experiences with this boat at sea, by some
particulars from the fuel bill and by the opinion of the ship-
Owners, as expressed in the order book of the Werkspoor
Works.
THE Hut

The Vulcanus was built by the Nederlandsche Shipbuilding
Company, Amsterdam, to the order of the Anglo Saxon Oil
Company. It is an oil-tank ship of the turret-deck type, 196
feet by 37 feet 9 inches by -13 feet 2% inches, displacing,
when fully loaded, 1,900 tons. Its deadweight capacity at the
maximum draft of 7 feet 6 inches is 1,000 tons. There is a
short bridge deck house amidships and another deck house
aft for the accommodation of the officers, pilot, etc. Two
short pole masts are fitted with loading tackle to handle the
cargo when no oil is carried. The four windlasses and the
winch are driven by compressed air, which in a Diesel ship
is always at hand. The engine room is aft, and as the com-
bustion gases are discharged through a funnel the ship looks
very much like a steamer, except that the funnel never gives
out any smoke.

The hull, built to Lloyd’s highest class, is similar to the
ordinary tank vessel with a longitudinal bulkhead and several
transverse bulkheads, which divide the hull into cargo holds,

sides proving reliable, would conform as closely as possible
to the marine steam engine, especially in the design of details.
The result was an engine whose details were at once quite
familiar to the marine steam engineer, who is accustomed to
short pistons with rods and cross-heads and eccentrics and
eccentric rods, all of which are found in the Werkspoor
Diesel engines, so if any accidents happen the engineer will
know from experience how to tackle the job.

The principal differences in construction between the
Werkspoor marine Diesel and other Diesel motors are, briefly :

(1) The trunk piston with many rings has been replaced
by a rather short piston, not subjected to any side thrust but
fitted with piston rod and cross-head.

(2) The camshafts are not driven by vertical transmission
shafts and spiral gears but by means of a pinion working
on two spur wheels fitted, respectively, on the camshaft for
ahead and on that for astern motion.

(3) The vertical shaft has been replaced by two eccentric
rods.

The main engine is a single-acting, four-cycle motor, de-
veloping 500 horsepower at 165 revolutions per minute. The
low number of revolutions will be appreciated by engineers
who have had to design propellers for slow-speed motor

boats. The six cylinders are 1534 inches diameter by 23%

SEPTEMBER, I9I2

inches stroke. Air, fuel, exhaust and starting valves are ar-
ranged in the ordinary way, but are driven by a new arrange-
ment permitting the engine to be reversed. There are two
camshafts, one for ahead and one for astern motion, running
in bearings which are fitted in the arms of V-shaped brackets.
These V brackets can rotate around the center of a reversing
shaft which corresponds to the tip of the Y. Thus by rotat-
ing the reversing shaft the ahead or astern camshaft is
brought in position to actuate the valve levers. The spur
wheels, keyed on the camshafts, are both driven continuously
by one pinion, which is fitted on a small two-crank shaft,
which in its turn is rotated by two eccentric rods from the

main shafting. The other details of the engine follow the

INTERNATIONAL MARINE ENGINEERING

369

“On the first voyage from Rotterdam to Hamburg and
back a slight trouble was experienced with the air pumps,
which could be remedied easily. During the second voyage
to Aranton an air pump lever snapped owing to the extra
strains put on it by water coming down the funnel during a
heavy gale. When stronger levers were made no trouble was
experienced from this source.
some piston rings “sticking” as a consequence of incomplete
combustion.
air in-take pipe, which was choked and prevented the entry
of sufficient air. After the third voyage some minor altera-
tions were made, but overhauling was found unnecessary.
Since then the /’ulcanus has remained in regular service and

There was also trouble with

This was caused by a gauze wire covering the

Lf oe
Si)
jer =)

GENERAL ARRANGEMENT PLANS Of THE VULCANUS

usual Diesel engine practice. Each cylinder has two fuel
pumps—one for injecting the oil, the other being a spare one.
The air compressor, the cooling water pump and the bilge
pumps are situated at the back of the engine. The front of
the engine shows the hand-wheel for rotating the reversing
shaft and the handles controlling the admission of fuel and
compressed air. Here, again, the marine engineer will feel
quite at home. A separate 50-horsepower Diesel engine drives
the air compressor for filling the air tanks, while a 1o-horse-
power kerosene (paraffin) motor drives the electric generator
for lighting the ship. These are the only auxiliaries.

TROUBLES AND RESULTS

A rather complete account of the troubles and experiences
during the first voyages of the Vulcanus was given at the
April meeting of the Institution of Naval Architects by Mr.
C. Kloos, constructing manager of the Werkspoor Works. It
may be repeated here:

made many voyages on the Baltic, Mediterranean and Black
seas.”

FurEL CoNSUMPTION

Concerning fuel consumption the owners gave the follow-
ing account-of a voyage to Sweden:

Rotterdam to Stockholm—Cargo, 1,000 tons
(petrol) ; distance, 735 miles; duration, 100 hours; consump-
tion, 7,390 kg. crude oil; consumption per 100 miles, 1 ton
crude oil.

Stockholm to Rotterdam—Cargo, 500 tons water ballast;
distance, 735 miles; duration, 98 hours; consumption, 16,100
pounds crude oil; consumption per 100 miles, 1 ton crude
oil; fuel costs for 100 miles with 1,000 tons cargo, $10.50-
$12.co (£2 3s. to £2 Ios.).

This confirms the Werkspoor statement that in ordinary
practice the transport of 1,000 tons of cargo does not cost
more than $12.00 (£2. 10s.).

gasoline

370

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, IQI2

AUXILIARY SCHOONER SAN ANTONIO, FITTED WITH A NON-REVERSING DIESEL MOTOR

PROSPECTS

These results speak for themselves. A still more reliable
test of these engines is given by the order book of the
Werkspoor Works. It gives unmistakable evidence of the
trust put in these engines by the owners of the Vulcanus and
by others who watched its proceedings.

The following ships were, or are to be,
Werkspoor Diesel engines:

equipped with

dimensions, 196’ 0” x 37’ 9’ x 13’ 24” x

Vulcanus—Owners, Anglo Saxon Oil Co.;
engines, 6-cylinder, 153’ x 234”, 500

7 6” draft; 1,900 tons displacement;
H. P. at 165 revolutions, 84 knots.

San Antonio—Owners, S. Hammerstein, Rotterdam; dimensions, 154’ 0’ x 26’ 10” x
12’ 38’ x 11’ 5” draft; 500 tons displacement; engine, non-reyersible, 4 cylinder,
200 H. P. at 180 revolutions (auxiliary).

C Oi ali Soe mension 154’ 0” x 26’ 10” x 12’ 5’’x 10’ 8” draft;
200 H. P. at 180 revolutions.
Sembilan—Owners, Royal Packet Line,

x 9 6” x7’ 0” draft.

engine, 4-cylinder,

Amsterdam; dimensions, 152’ 0” x 26’ 0”

SECTION OF ENGINE ROOM OF

THE SAN ANTONIO

dimensions, 258’ 0/ x 48’ 0’ x 19’ 8” ¥

Building—Owners, Anglo Saxon Oil Co.;
engine, 6-cylinder, 1,100 H. P. at 175

18’ 6” draft; 4,250 tons displacement;
revolutions.

Building—Owners, S. A. d’Armement et de Commerce, Antwerp; dimensions,
375’ 0” x 51’ 0” x29’ 0” x 23’ 0” draft; 9,300 tons displacement; engines,
twin screw, 2 x 6 cylinders, 2 x 1,100 H. P. at 170 revolutions; 84 knots.

Moreover, it is said that a well-known line of steamers
is about to order three twin-screw ships of from 2,000 to

1,100 horsepower each.

Non-ReEverRSING Type

Besides reversible Diesel engines the Werkspoor Works is
building smaller non-reversing motors as auxiliaries for sail-
ing vessels. This type is built from 160 to 400 brake-horse-
power, and is fitted invariably with a reversible screw pro-
peller. The power wanted for changing the position of the
blades is given by the engine itself, and a clutch is provided if
desired. The working of the clutch is performed by hand;
both clutch and propeller blade mechanism can be worked
from deck or in the engine room, When no clutch is fitted
it is sometimes difficult to steer the ship when the angle of
the blades is zero. An arrangement is therefore made allow-
ing the number of revolutions to be cut down to one-half.

The engines are four-cylinder, four-cycle box frame mo-
tors. The working speed is controlled by a governor, but at
the moment the position of the blades is changed the admis-
sion of fuel to the engine can be throttled by hand also. The
bilge and ballast pumps are driven from an intermediate
shaft geared from the main crank-shaft. An auxiliary air
compressor is driven by a small kerosene (paraffin) motor,
which can be started by hand. The following table shows
the sizes:

SEPTEMBER, I912

FOUR-CYLINDER MARINE DIESEL ENGINES. PROPELLERS WITH

REVERSING BLADES.

13}, 18, 12, | Revolutions. Weight A. Weight B. Total Weight.
| Tons Cwt. Tons Cwt. Tons Cwt.
100 | 270 11 16 3 10 15 6
130 | 260 15 3 18 18 18
160 250 19 4 4 4 23 8
200. | 240 24 ee 4 16, 28 16
250 | 230 30 10 5 8 35 18
325 | 220 40 10 6 4 46 14
400 | 210 51 ye 7 Y 58 2

Wcient A includes: Engine, ballast, bilge and cooling water pumps and air
vessels.

Weight B includes:

Reyersing mechanism, propeller and shaft.

The first ship fitted with this type of engine is the San
Antonio, a three-masted schooner (see the above table from

INTERNATIONAL MARINE ENGINEERING

37!

space occupy the entire space on the main deck, while the
dining saloon, pantry and storeroom are on the lower deck
aft. Forward of the machinery space on this deck are the bar
and smoking room and the crew’s quarters.

Steam for the propelling and auxiliary machinery is supplied
by two Ballin watertube boilers of 5,000 square feet total
heating surface. These boilers are fitted with Staples &
Pfeiffer burners and burn oil fuel under natural draft.

The main engine has cylinders 17 inches, 28 inches and 471%
inches diameter by 36 inches stroke. ‘The propeller is 11 feet
in diameter by 15 feet 6 inches pitch.
the indpendent type, and has a cooling surface of 1914 square
feet. A 10-inch centrifugal circulating pump, of the Seattle
Construction & Dry Dock Company’s make, supplies cooling

The condenser is of

NEW PASSENGER STEAMER SOL DUC

order book), which has given a good account of herself on a
voyage to Brazil and return, when the engine was in opera-
_ tion constantly.

The Sol Duc

The steamship Sol Duc, recently built by the Seattle Con-
struction & Dry Dock Company, Seattle, Wash. for the
Inland Navigation Company, is one of the finest vessels
owned by this company. It is expected that the vessel will
play an important part in carrying tourists to the several
pleasure resorts on Olympic Peninsula, the most important
of which is Sol Duc Springs, where a palatial hotel has just
been completed.

Accommodations are provided on the Sol Duc for about
163 passengers in forty-nine staterooms, and there is a freight
capacity of 14,000 cubic feet on the main deck.

The hull is built of mild steel, and has five watertight bulk-
heads extending to the main deck. Following are the princi-
pal hull dimensions:

ILenatin Over gill, scooccoo000c 5 8mee . 205 feet.

Length between perpendiculars..... 195 feet.
IBreaduhwemnoldedineeernee renee sooed Serikeae

Mean draft (on trial trip)...... eth. g feet 914 inches.
Displacement (on trial trip)....... 795 tons.

There are four decks, all laid of wood, viz.: the boat, upper,
main and lower decks. On the boat deck are located the pilot
house, the captain’s quarters, the mate’s quarters, ten state-
rooms, the wireless operator's cabin and quarters, and the
lifeboats and rafts. Directly below on the upper deck there is
an observation room forward, twenty-nine staterooms amid-
ships and a social hall aft. The galley, the engineer’s quar-
ters, the chief steward’s quarters, ten staterooms and cargo

water for the condenser. The air pump is attached to the
main engine.

The following auxiliaries were. installed:

Two yertical duplex main feed pumps, made by M. T. David-
son Company.

One horizontal duplex fire and bilge pump, made by George
I, Blake Manufacturing Company.

One horizontal duplex sanitary pump, male by George F.
Blake Manufacturing Company.

One horizontal duplex fresh water pump, made by George
EF. Blake Manufacturing Company.

Two horizontal duplex oil fuel pumps, made by Fairbanks,
Morse & Company.

One Reilly multi-coil feed-water heater.

One 7-kilowatt, direct-current Westinghouse generator set.

One 20-kilowatt, direct-current Westinghouse generating set.

The oil fuel compartments have a capacity of 1,200 barrels.

The average results of the speed trial on the measured mile
off Vashon Island were as follows:

OWA? TESTES, DOWNES. 0.00 c000c0e00000 0000090000000 215
Steam pressure at high-pressure receiver, pounds..... 208
Steam pressure at intermediate-pressure receiver,

DOUG cows. vidcado doled dan Oboe Crd Omar enact eine 76
Steam pressure at low-pressure receiver, pounds...... 13.5
Wastin SIME NES 2 adc oven coo cadeaor abc oO Enon o de 25.2
raGhicanical INORSEDOWIEP ococvococvcnsn00bocdegbangKUDONNS 1,515
Ship Of propaller, DSFEBAMEs oocoavcssaaceodcns00000000K6 16.34
Revolutions per minute of circulating pump engine.... 216

On the trial trip, in addition to the standardization runs,
an endurance run of four hours was made, and the perform-
ance of the vessel was very satisfactory.

INTERNATIONAL

372

MARINE ENGINEERING

SEPTEMBER, IQI2

Final Reports of Titanic Inquiries in America and England

Although considerable time has elapsed since the final re-
port of the Titanic investigation in America was made public,
we have withheld publication of the conclusions of this inquiry
until the subsequent investigation in England had been com-
pleted, so that the recommendations of both could be compared
and any further information brought out in the latter which
might have some bearing on these recommendations could be
included. While the report from the British inquiry is by far
the longer document, covering every phase of the disaster, it
‘contains little information that would contradict or add ma-
terially to the facts brought out in the American investigation,
except that in England the builders of the vessel were at hand,
and a thorough examination of the disaster from a professional
standpoint could be carried out and a better knowledge of the
extent of the damage to the vessel and the consequent be-
havior of the vessel could be determined which was not pos-
sible in America.

The American inquiry was conducted by the United States
Senate Committee on Commerce, Mr. William Alden Smith,
of Michigan, chairman. The recommendations contained in
its report are as follows:

RECOMMENDATIONS OF UNITED STATES COMMITTEE

The committee finds that this accident clearly indicates the
necessity of additional legislation to secure safety of life at
sea.

By statute the United States accepts reciprocally the in-
spection certificates of foreign countries haying inspection
laws approximating those of the United States. Unless there
is early revision of inspection laws of foreign countries along
the lines laid down hereinafter, the committee deems it proper
that such reciprocal arrangements be terminated, and that no
vessel shall be licensed to carry passengers from ports of the
United States until all regulations and requirements of the
laws of the United States have been fully complied with.

LIFEBOATS

The committee recommends that sections 4481 and 4488,
Revised Statutes, be so amended as to definitely require suf-
ficient lifeboats to accommodate every passenger and every
member of the crew. That the importance of this feature is
recognized by the steamship lines is indicated by the fact that
on many lines steps are being taken to provide lifeboat capacity
for every person on board, including crew, and the fact of such
equipment is being widely advertised. The president of the
International Mercantile Marine Company, Mr. Ismay, defi-
nitely stated to the committee (p. 985) :

“We have issued instructions that none of the ships of our
lines shall leave any port carrying more passengers and crew
than they have capacity for in the life-boats.

“Not less than four members of the crew, skilled in handling
boats, should be assigned to every boat. All members of the
crew assigned to lifeboats should be drilled in lowering and
rowing the boats not less than twice each month, and the fact
of such drill or practice should be noted in the log.”

The committee recommends the assignment of passengers
and crew to lifeboats before sailing; that occupants of certain
groups of staterooms and the stewards of such groups of
rooms be assigned to certain boats most conveniently located
with reference to the rooms in question; the assignment of
boats and the shortest route from stateroom to boat to be
posted in every stateroom. ‘

SEARCHLIGHTS
The committee recommends that every ocean steamship
carrying I00 or more passengers be required to carry two
electric searchlights.

WIRELESS

The committee finds that this catastrophe makes glaringly
apparent the necessity for regulation of radio-telegraphy.
There must be an operator on duty at all times, day and night,
to insure the immediate receipt of all distress, warning or
other important calls. Direct communication either by clear-
speaking telephone, voice tube, or messenger must be provided
between the wireless room and the bridge, so that the operator
does not have to leave his station. There must be definite
legislation to prevent interference by amateurs, and to secure
secrecy of radiograms or wireless messages. There must be
some source of auxiliary power, either storage battery or oil
engine, to insure the operation of the wireless installation
until the wireless room is submerged.

The committee recommends the early passage of Section
6412, already passed by the Senate and favorably reported by
the House.

The committee recommends that the firing of rockets or
candles on the high seas for any other purpose than as a
signal of distress be made a misdemeanor.

STRUCTURAL REQUIREMENTS

The committee recommends that the following additional
structural requirements be required as regards oceangoing
passenger steamers the construction of which is begun after
this date:

All steel ocean and coastwise seagoing ships carrying 100
or more passengers should have a watertight skin inboard of
the outside plating, extending not less than Io percent of the
load draft above the full-load waterline, either in the form of
an inner bottom or of longitudinal watertight bulkheads, and
this construction should extent from the forward collision
bulkhead over not less than two-thirds of the length of the
ship.

All steel ocean and coastwise seagoing ships carrying 100 or
more passengers should have bulkheads so spaced that any two
adjacent compartments of the ship may be flooded without
destroying the flotability or stability of the ship. Watertight
transverse bulkheads should extend from side to side of the
ship, attaching to the outside shell. The transverse bulkheads
forward and abaft of the machinery spaces should be contin-
ued watertight vertically to the uppermost continuous struc-
tural deck. The uppermost continuous structural deck should
be fitted watertight. Bulkheads within the limits of the ma-
chinery spaces should extend not less than 25 percent of the
draft of the ship above the load waterline and should end at
a watertight deck. All watertight bulkheads and decks should
be proportioned to withstand, without material permanent de-
flection, a water pressure equal to 5 feet more than the full
height of the bulkhead. Bulkheads of novel dimensions or
scantlings should be tested by being subjected to actual water
pressure.

The British court appointed to investigate the Titanic dis-
aster was headed by Lord Mersey. Its recommendations are
as follows:

RECOMMENDATIONS OF BritisH Court:

The following recommendations are made. They refer to

foreign-going passenger and emigrant steamships:

WATERTIGHT SUBDIVISION

1. That the newly-appointed bulkhead committee should
inquire and report, among other matters, on the desirability
and practicability of providing ships with (a@) a double skin
carried up above the waterline; or, as an alternative, with (b)
a longitudinal, vertical, watertight bulkhead on each side of
the ship, extending as far forward and aft as convenient; or

SEPTEMBER, IQI2

(c) with a combination of (a) and (b). Any one of the
three, (a), (b) and (c), to be in addition to watertight trans-
verse bulkheads.

2. That the committee should also inquire and report as to
the desirability and practicability of fitting ships with (a) a
deck or decks at a convenient distance or distances above the
waterline, which shall be watertight throughout a part or the
whole of the ship’s length; and should, in this connection,
report upon (b) the means by which the necessary openings
in such deck or decks should be made watertight, whether by
watertight doors or watertight trunks, or by any other and
what means.

3. That the committee should consider and report generally
on the practicability of increasing the protection given by sub-
division; the object being to secure that the ship shall remain
afloat with the greatest practicable proportion of her length in
free communication with the sea.

4. That when the committee has reported upon the matters
before mentioned, the Board of Trade should take the report
into their consideration, and to the extent to which they ap-
prove of it, should seek statutory powers to enforce it in all
newly-built ships, but with a discretion to relax the require-
ments in special cases where it may seem right to them to
do so.

5. That the Board oi Trade should be empowered by the
Legislature to require the production of the designs and speci-
fications of all ships in their early stages of construction, and
to direct such amendments of the same as may be thought
necessary and practicable for the safety of life at sea in ships.
(This should apply to all passenger-carrying ships. )

LiFEBOATS AND RAFTS

6. That the provision of lifeboat and raft accommodation
on board such ships should be based on the number of per-
sons intended to be carried in the ship, and not upon tonnage.

7. That the question of such accommodation should be
treated independently of the question of the subdivision of the

ship into watertight compartments. (This involves the
abolition of Rule 12 of the Life-Saving Appliances Rules of
1902. )

8. That the accommodation should be sufficient for all per-
sons on board, with, however, the qualification that in special
cases, where, in the opinion of the Board of Trade, such pro-
vision is impracticable, the requirements may be modified as
the board may think right. (In order to give effect to this
recommendation, changes may be necessary in the sizes and
types of boats to be carried and in the method of stowing and
floating them. It may also be necessary to set apart one or
more of the boat decks exclusively for carrying boats and
drilling the crew, and to consider the distribution of decks in
relation to the passengers’ quarters. These, however, are
matters of detdil, to be settled with reference to the particu-
lar circumstance affecting the ship.)

9g. That all boats should be fitted with a protective, con-
tinuous fender, to lessen the risk of damage when being low-
ered in a seaway.

10. That the Board of Trade should be empowered to direct
that one or more of the boats be fitted with some form of
mechanical propulsion.

11. That there should be a Board of Trade regulation
requiring all boat equipment (under Sections 5 and 6, page
15, of the Rules, dated February, 1902, made by the Board of
Trade under Section 427, Merchant Shipping Act, 1894) to
be in the boats as soon as the ship leaves harbor. The sec-
tions quoted above should be amended so as to provide also
that all boats and rafts should carry lamps and pyrotechnic
lights for purposes of signaling. All boats should be provided
with compasses and provisions, and should be very distinctly
marked in such a way as to indicate plainly the number

INTERNATIONAL MARINE ENGINEERING

373

of adult persons each boat can carry when being lowered.

12. That the Board of Trade inspection of boats and life-
saving appliances should be of a more searching character
than hitherto.

MANNING THE Boats AND Boar DriLLs

13. That in cases where the deck hands are not sufficient
to man the boats enough other members of the crew should
be men trained in boat work to make up the deficiency. These
men should be required to pass a test.in boat work.

14. That in view of the necessity of having on board men
trained in boat work, steps should be taken to encourage the
training of boys for the merchant service.

15. [hat the operation of Section 115 and Section 134 (a)
of the Merchant Shipping Act, 1894, should be examined, with
view to amending the same so as to secure greater continuity
of service than hitherto. :

16. That the men who are to man the boats should have
more frequent drills than hitherto. That in all ships a boat
drill, a fire drill, and a watertight-door drill should be held
as soon as possible after leaving the original port of departure
and at convenient intervals of not less than once a week dur-
ing the voyage. Such drills to be recorded in the official log.

17. That the Board of Trade should be satisfied in each case
before the ship leaves port that a scheme has been devised and
communicated to each officer of the ship for securing an
efficient working of the boats.

GENERAL

18. That every man taking a lookout in such ships should
undergo a sight test at reasonable intervals.

19. That in all such ships a police system should be organ-
ized, so as to secure obedience to orders and proper contro!
and guidance of all on board in times of emergency.

20. That in all such ships there should be an installation
of wireless telegraphy, and that such installation should be
worked with a sufficient number of trained operators to secure
a continuous service by night and day. In this connection
regard should be had to the resolutions of the International
Conference on Wireless Telegraphy, recently held under the
presidency of Sir H. Babington Smith. That where practic-
able a silent chamber for “receiving” messages should form
part of the installation.

21. That instructions should be given in all steamship com-
panies’ regulations that when ice is reported in or near the
track the ship should proceed in the dark hours at a moderate
speed, or alter her course so as to go well clear of the danger
zone.

22. That the attention of masters should be
drawn by the Board of Trade to the effect that under the
Maritime Conventions Act, 1911, it is a misdemeanor not to
go to the relief of a vessel in distress when possible to do so.

23. That the same protection as to the safety of life in the
event of casualty which is afforded to emigrant ships by means
of supervision and inspection should be extended to all foreign-
going passenger ships.

24. That (unless already done) steps should be taken to call
an International Conference to consider, and as far as pos-

of vessels

sible to agree upon, a common line of conduct in respect of:
(a) The subdivision of ships; (b) the provision and working
of life-saving appliances; (c) the installation of wireless
telegraphy, and the method of working the same; (d) the re-
duction of speed or the alteration of course in the vicinity of
ice, and (e) the use of searchlights.

On account of the information given by the builders of the
Titanic, and the discussion of the technical features of the
accident ‘by other professional authorities the following ac-
count of the extent of the damage done to the ship by the col-
lision and its effect upon the buoyancy of the vessel, given in

374

Lord Mersey’s report, will be of interest to all shipbuilders
and naval architects :

EXTENT OF THE DAMAGE 10 THE SHIP
The collision with the iceberg, which took place at 11:40
P. M., caused damage to the bottom of the starboard side of
the vessel at about 10 feet above the level of the keel, but
there was no damage above this height. There was damage
in the fore peak, No. 1 hold, No. 2 hold, No. 3 hold, No. 6
boiler room (the furthest forward), No. 5 boiler room. The
damage extended over a length of about 300 feet.
As the ship was moving at over 20 knots she would have
passed through 3co feet in less than ten seconds, so that the
damage was done in about this time.

THe FLoopinc 1n First TEN MINUTES

At first it is desirable to consider what happened in the first
ten minutes. The fore peak was not flooded above the orlop
deck, i. e., the peak tank top, from the hole in the bottom of
the peak tank. In No. 1 hold there was 7 feet of water. In
No. 2 hold, five minutes after the collision, water was seen
rushing in at the bottom of the firemen’s passage on the star-
board side, so that the ship’s side was damaged abaft of bulk-
head B sufficiently to open the side of the firemen’s passage,
which was 3% feet from the outer skin of the ship, thereby
flooding both the hold and the passage.

In No. 3 hold the mail room was filled soon after the col-
lision. The floor of the mail room is 24 feet above the keel.

In No. 6 boiler room, when the collision took place, water
at once poured in at about 2 feet above the stokehold plates
on the starboard side at the after end of the boiler room.
Some of the firemen immediately went through the watertight
door opening to No. 5 boiler room, because the water was
flooding the place. The watertight doors in the engine room
were shut from the bridge almost immediately after the col-
lision. Ten minutes later it was found that there was water
to the height of 8 feet above the double bottom in No. 6
boiler room.

No. 5 boiler room was damaged at the ship’s side in the
starboard forward bunker at a distance of 2 feet above the
stokehold plates at 2 feet from the watertight bulkhead be-
tween Nos. 5 and 6 boiler rooms. Water poured in at that
place as it would from an ordinary fire hose. At the time of
the collision this bunker had no coal in it. The bunker door
was closed when water was seen to be entering the ship.

In No. 4 boiler room there was no indication of any damage
at the early stages of the sinking.

GRADUAL EFFECT OF THE DAMAGE
It will thus be seen that all the six compartments forward
of No. 4 boiler room were open to the sea by damage which
existed at about Io feet above the keel. At ten minutes after
the collision the water seems to have risen to about 14 feet
above the keel in all these compartments except No. 5 boiler
room. After the first ten minutes the water rose steadily in
all these six compartments. The fore peak above the peak
tank was not filled until an hour after the collision, when the
(The decks are
numbered from A down to G, A being the deck immediately
below the boat deck and G the one just above the orlop deck.)
The water then flowed in from the top through the deck scuttle
forward of the collision bulkhead. It was by this scuttle that
access was obtained to all the decks below C down to the peak-
tank top on the orlop deck.
At 12 o'clock water was coming up in No. 1 hatch.

vessel’s bow was submerged to above C deck.

It was
cetting into the firemen’s quarters and driving the firemen out.
It was rushing round No, 1 hatch on G deck, and coming
mostly from the starboard side, so that in twenty minutes the

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, IQI2

water had risen above G deck in No. 1 hold. In No. 2 hold,
about forty minutes after the collision, the water was coming
into the seamen’s quarters on E deck through a burst fore-
and-aft wooden bulkhead of a third class cabin opposite the
seamen’s wash place. Thus the water had risen in No. 2 hold
to about 3 feet above E deck in forty minutes.

In No, 3 hold the mail room was afloat about twenty min-
utes after the collision. The bottom of the mail room, which
is on the orlop deck, is 24 feet above the keel. The water-
tight doors on F deck, at the fore and after ends of No. 3
compartment, were not closed then. The mail room was
filling, and water was within 2 feet of G deck, rising fast,
when the order was given to clear the boats. There was then
no water on F deck.

There is a stairway on the port side on G deck which leads
down to the first class baggage-room on the orlop deck im-
mediately below. There was water in this baggage-room
twenty-five minutes after the collision. Half an hour after
the collision water was up to G deck in the mail room. Thus
the water had risen in this compartment to within 2 feet of G
deck in twenty minutes, and above G deck in twenty-five to
thirty minutes.

No. 6 boiler room was abandoned by the men almost imme-
diately after the collision. Ten minutes later the water had
risen to 8 feet above the top of the double bottom, and prob-
ably reached the top of the bulkhead at the after end of the
compartment, at the level of E deck, in about one hour: after
the collision.

In No. 5 boiler room there was no water above the stoke-
hold plates until a rush of water came through the pass be-
tween the boilers from the forward end, and drove the leading
stoker out.

It has already been shown in the description of what hap-
pened in the first ten minutes that water was coming into No.
5 boiler room in the forward starboard bunker at 2 feet above
the plates in a stream about the size of a deck hose. ‘The door
in this bunker had been dropped probably when water was first
discovered, which was a few minutes after the collision.
This would cause the water to be retained in the bunker until
it rose high enough to burst the door, which was weaker than
the bunker bulkhead. This happened about an hour after the
collision.

One hour and forty minutes after the collision water was
coming in forward in No. 4 boiler room from underneath the
floor in the forward part in small quantities. The men re-
mained in that stokehold till ordered on deck.

When the men left No. 4 some of them went through Nos.
3, 2 and and 1 boiler rooms into the reciprocating-engine room,
and from there on deck. There was no water in the boiler
rooms abaft No. 4 one hour and forty minutes after the col-
lision (1:20 A. M.), and there was then none in the recipro-
cating and turbine-engine rooms.

There was no damage to the electrical engine room and
tunnels.

From the foregoing it follows that there was no damage
abaft No. 4 boiler room.

All the watertight doors aft of the main engine room were
opened after the collision.

Half an hour after the collision the watertight doors from
the engine room to the stokehold were opened as far forward
as they could be to No. 4 boiler room.

FINAL EFFECT OF THE DAMAGE

The later stages of the sinking cannot be stated with any
precision, owing to a confusion of the times, which was natural
under the circumstances. ,

The forecastle deck was not under water at 1:35 A. M. Dis-
tress signals were: fired until two hours after the collision
(7:45 A. M.). At this time the fore deck was under water.

SEPTEMBER, 1912

The forecastle head was not then submerged, though it was
getting close down to the water about half an hour before the
ship disappeared (1:50 A. M.).

When the last boat, lowered from davits D, left the ship, A
deck was under water, and water came up the stairway under
the boat deck almost immediately afterwards. After this the
other collapsible boat, which had been stowed on the officers’
house, was uncovered, the lashings cut adrift, and she was
swung round over the edge of the coamings of the deck house
onto the boat deck. Very shortly afterwards the vessel, ac-
cording to Mr. Lightoller’s account, seemed to take a dive,
and he just walked into the water. When he came to the
surface all the funnels were above the water.

The stern was gradually rising out of the water, and the
propellers were clear of the water. The ship did not break in
two, and she did eventually attain the perpendicular, when the
second funnel from aft about reached the water. There were
no lights burning then, though they kept alight practically
until the last.

Before reaching the perpendicular, when at an angle of 50
or 60 degrees, there was a rumbling sound, which may be
attributed to the boilers leaving their beds and crashing down
onto or through the bulkheads. She became more perpen-
dicular, and finally absolutely perpendicular, when she went
slowly down. After sinking as far as the after part of the
boat deck she went down more quickly. The ship disappeared
at 2:20 A. M.

OBSERVATIONS

IT am advised that the Titanic as constructed could not have
remained afloat long with such damage as she received. Her
bulkheads were spaced to enable her to remain afloat with any
two compartments in communication with the sea. She had
a sufficient margin of safety with any two of the compartments
flooded which were actually damaged. In fact, any three of
the four forward compartments could have been flooded by
the damage received without sinking the ship to the top of her
bulkheads. Even if the four forward compartments had been
flooded the water would not have got into any of the compart-
ments abaft of them, though it would have been above the top
of some of the forward bulkheads. But the ship, even with
these four compartments flooded, would have remained afloat.
But she could not remain afloat with the four forward com-
partments and the forward boiler room (No. 6) also flooded.
The flooding of these five compartments alone would have
sunk the ship sufficiently deeply to have caused the water to
rise above the bulkhead at the after end of the forward boiler
room (No. 6) and to flow over into the next boiler room
(No. 5), and to fill it up until in turn its after bulkhead would
be overwhelmed, and the water would thereby flow over and
fill No. 4 boiler room, and so on in succession to the other
boiler rooms, till the ship would ultimately fill and sink.

It has been shown that water came into the five forward
compartments to a height of about 14 feet above the keel in the
first ten minutes. This was at a rate of inflow with which
the ship’s pumps could not possibly have coped, so that the
damage done to these five compartments alone inevitably
sealed the doom of the ship.

The damage done in the boiler rooms Nos. 5 and 4 was
too slight to have hastened appreciably the sinking of the ship,
for it was given in evidence that no considerable amount of
water was in either of these compartments for an hour after
the collision. The rate at which water came into No. 6 boiler
room makes it highly probable that the compartment was filled
in not more than hour, after which the flow over the top of the
bulkhead between 5 and 6 began, and continued until No. 5
was filled. It was shown that the leak in No. 5 boiler room
was only about equal to the flow of a deck hose pipe about 3
inches in diameter. The leak in No. 4, supposing that there
was one, was only enough to admit about 3 feet of water in

INTERNATIONAL MARINE ENGINEERING

375
that compartment in one hour and forty mirutes. Hence the
leaks in Nos. 4 and 5 boiler rooms did not appreciably hasten
the sinking of the vessel.

The evidence is very doubtful as to No. 4 being damaged.
The pumps were being worked in No. 5 soon after the col-
lision. The 10-inch leather special suction pipe which was car-
ried from aft is more likely to have been carried for use in
No. 5 than No. 4, because the doors were ordered to be opened
probably soon after the collision when water was known to be
coming into No. 5. There is no evidence that the pumps were
being worked in No. 4.

The only evidence possibly favorable to the view that the
pipe was required for No. 4, and not for No. 5, is that of Scott,
a greaser, who says that he saw engineers dragging the suction
pipe along one hour after the collision. But even as late as
this it may have been wanted for No. 5 only.

The importance of the question of the damage to No. 5 is
small, because the ship, as actually constructed, was doomed
as soon as the water in No. 6 boiler room, and all compart-
ments forward of it, entered in the quantities it actually did.
It is only of importance in dealing with the question of what
would have happened to the ship had she been more com-
pletely subdivided. It was stated in evidence that if No. 4 had
not been damaged, or had only been damaged to an extent
within the powers of the pumps to keep under, then, if the
bulkheads had been carried to C deck, the ship might have
been saved. Further methods of increased subdivision and
their effect upon the fate of the ship are discussed later.

Evidence was given showing that after the watertight doors
in the engine and boiler rooms had been all closed, except those
forward of No. 4 group of boilers, they were opened again,
and there is no evidence to show that they were again closed.
Though it is probable that the engineers who remained below
would have closed these doors as the water rose in the com-
partments, yet it was not necessary for them to do this, as
each door had an automatic closing arrangement, which would
have come into operation immediately a small amount of
water came through the door. It is probable, however, that
the life of the ship would have been lengthened somewhat if
these doors had been left open, for the water would have
flowed through them to the after part of the ship, and the
rate of flow of water into the ship would have been for a time
reduced, as the bow might have been kept up a little by the
water which flowed aft.

It is thus seen that the efficiency of the automatic arrange-
ments for the closing of the watertight doors, which was ques-
tioned during the inquiry, had no important bearing on the
question of hastening the sinking of the ship, except that, in
the case of the doors not having been closed by the engineers,
it might have retarded the sinking of the ship if they had not
acted. The engineers would not have prevented the doors
from closing unless they had been convinced that the ship was
doomed. There is no evidence that they did prevent the doors
from closing.

The engineers were applying the pumps when Barrett, lead-
ing stoker, left No. 5 boiler room. But even if they had suc-
ceeded in getting all the pumps in the ship to work they could
not have saved the ship or prolonged her life to any ap-
preciable extent.

EFFECT OF SUGGESTED ADDITIONAL SuBpivision Upon
FLOTATION

Watertight Decks—It is in evidence that advantage might
be obtained from the point of view of greater safety in having
a watertight deck.

Without entering into the general question of the advan-
tage of watertight decks for all ships, it is desirable to form
an opinion in the case ot the Titanic as to whether making
the bulkhead deck watertight would have heen an advantage

376

in the circumstances of the accident, or in case of accident to
ships of this class.

I am advised that it is found that with all the compartments
certainly known to have been flooded—viz., those forward of
No. 4 boiler room—the ship would have remained afloat if the
bulkhead deck had been a watertight deck. Ii, however, No.
4 boiler room had also been flooded, the ship would not have
remained afloat unless, in addition to making the bulkhead
deck watertight, the transverse bulkhead abaft of No. 4 boiler
room had been carried up to D deck.

To make the bulkhead deck effectively watertight for this
purpose it would have been necessary to carry watertight
trunks round all the openings in the bulkhead deck up to C
deck. It has been shown that with the bulkhead abaft No. 5
boiler room carried to C deck the ship would have remained
afloat if the compartments certainly known to have been dam-
aged had been flooded.

I do not desire to express an opinion upon the question
whether it would have conduced to safety in the case of the
Titanic if a watertight deck had been fitted below the water-
line, as there may be some objections to such a deck. There
are many considerations involved, and I think that the matter
should be dealt with by the bulkhead committee for ships in
general.

Longitudinal Subdivision—The adyantages and disadvan-
tages of longitudinal subdivision by means of watertight
bunker bulkheads were pointed out in evidence.

While not attempting to deal with this question generally for
ships, I am advised that if the Titanic had been divided in the
longitudinal method, instead of in the transverse method only,
she would have been able, if damaged as supposed, to remain
afloat, though with a list which could have been corrected
by putting water ballast into suitable places.

This subject is one, however, which again involves many
considerations, and I think that for ships generally the matter
should be referred to the bulkhead committee for their con-
sideration and report.

Extending Double Bottom up the Sides—It was shown in
evidence that there would be increased protection in carrying
the double bottom higher up the sides than was done in the
Titanic, and that some of the boiler rooms would probably
not then have been flooded, as water could not have entered the
ship except in the double bottom. In the case of the Titanic
I am advised that this would have been an advantage; but it
was pointed out in evidence that there are certain disad-
vantages which in some ships may outweigh the advantages.
In view of what has already been said about the possible
advantages of longitudinal subdivision, it is unnecessary
further to discuss the question of carrying up the double bot-
tom in ships generally. This matter should also be dealt with
by the bulkhead committee.

Watertight Doors—With reference to the question of the
watertight doors of the ship, there does not appear to have
been any appreciable effect upon the sinking of the ship caused
by either shutting or not shutting the doors. There does not
appear to have been any difficulty in working the watertight
doors. They appear to have been shut in good time after the
collision. But in other cases of damage in ships constructed
like the Titanic, it is probable that the efficiency of the closing
arrangement of the watertight doors may exert a vital in-
fluence on the safety of the ship. It has been represented that
in future consideration should be given to the question “as to
how far bulkheads should be solid bulkheads, and if there
should be watertight doors, how far they may or may not be
automatically operated?” This, again, is a question on which
it is not necessary here to express any general opinion, for there
are conflicting considerations which vary in individual cases.
The matter, however, should come under the effective super-
vision of the Board of Trade much more than its seems to

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

come at present, and should be referred to the bulkhead com-
mittee for their consideration, with a view to their suggesting
in detail where doors should or should not be allowed, and
the type of door which should be adopted in the different parts
of ships.

The Graving Dock at Halifax, N. S.

BY E. A. SAUNDERS

Halifax has one of the finest graving docks on the Atlantic
seaboard, and it is one which until very recently was also
the largest. The dock was commenced in 1879 and was the
better part of three years building. When the United States
government were obliged to dock the battleship /ndiana, it
was found the Halifax dock was the only suitable one in
which to place her, and Admiral Francis T. Bowles, who
superintended the repairs, gave the following report:

“The Halifax dry dock is admirably located, in reference to
the tidal current, for convenience for safety of vessels in
entering and leaving the dock, and reflects much credit on
those who planned this feature, so important when large and
heavy vessels are to be handled in narrow limits. I have
never seen such an altogether desirable arrangement.

“When the /ndiana was docked, about an hour before high
water, the tide gave 26 feet 6 inches over the sill and 28 feet
6 inches over the blocks, as set for that ship. The draft over
the sill and length and breadth are ample to admit the largest
warships afloat.” :

The dimensions of the dock are as follows:

Feet
LGA CH WO. oocoosd00dca0cuc00 000 Latpkeaaie 600
Least Orn to eae WOKS. occ occcvosag0000000 560
Wiidthiondockarcopingelevclannenerrcrerrncer 102
Width available top) keel blocks.<.-25....5..-- 79.2
Width of entrance, coping level.............. 89.3 °
Width 17.3 feet below coping level............ 85
IDEN OF water Of Silo scooocg00b00d000000000 30

In this dock the Hamburg-American steamer Bremen, 11,-
570 tons, was easily placed with her cargo and coal on board
—a deadweight of 16,500 tons; this steamer with cargo is
larger than any in the Canadian Atlantic trade to-day. When
the dock was built it was considered sufficiently large to pro-
vide for the natural growth of steamers for a number of
years, but the transatlantic traffic has grown so great during
the past several years that vessels of very much increased
size are now being planned, consequently the dock at this
point is about to be increased sufficiently in size to accommo-
date them. In connection with the dock there is a first-class
repair plant and several steamers have been practically re-
built, viz., the Ulunda, Universe, Knight Bachelor, H. M. S.
indefatigable and others.

The dock is built of concrete and granite in a solid rock
location, with spacious piers and deep water berths in con-
nection. It is owned by the Halifax Graving Dock Company,
Ltd., of London, and its original cost is said to have been
in the neighborhood of $1,900,000 (£390,000) ; large sums
have also been spent on the repair plant, which is a modern
one in all respects.

The <.me company owns and operates a marine Slip, situ-
ated on the Dartmoutn side of the harbor, and used altogether
for repairing and metalling ships up to 3,000 tons. In con-
nection with the slip there are, in all, four tracks with six
cradles, one with a capacity of 3,000 tons, one of,900 tons,
two of 150 tons, and two of roo tons, and as many as ten
vessels have been repaired at once on these different cradles.
This slip is also well equipped with a repair plant, which has
been renewed from time to time, and is now a modern one
in every particular.

SEPTEMBER, 1912

INTERNATIONAL MARINE ENGINEERING

377

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Faults in Machinery Arrangements

It is proposed in the following notes to consider certain |

points in machinery arrangements from the point of view of
the operating engineer. The majority of the points dealt with
will no doubt appear obvious to the more experienced mem-
bers of the profession who are in the habit of arranging
machinery, but their repetition may be helpful to some of the
more junior members.

First let us consider those defects which may cause loss of
life or endanger the ship. Perhaps the commonest cause of
accident is water-hammer, and steam connections must be
carefully arranged to obviate the possibility of its occurrence.
To this end steam pipes must never be arranged with dips or
pockets in which water may lodge unless these points are
efficiently drained, preferably by means of a steam trap. The
pipes should have a continuous fall in one direction or an-

Breakdowns at Sea and Repairs

Preparatory to the basin or dock trial, steam was raised
in the center boiler for warming-up purposes, and its stop
valve opened. The port boiler was then fired up, and when
sufficient pressure was showing its stop valve was also opened,
and immediately the stop valve on the cold (starboard) boiler
was blown to pieces.

The explanation of this is not far to seek. Water had
collected over the port boiler stop valve, and when this valve
was opened the plug of water was projected with great velec-
ity along the pipe over the center boiler, bringing up against
the starboard boiler stop valve, which it smashed to pieces.

Had the stop valve been opened very gradually, as it should
have been, no trouble would have happened. In all such cases,
however, drain cocks should be provided, and in addition
should be so arranged that they can be got at without an
acrobatic performance, otherwise it is unlikely they will ever

THE LACK OF DRAIN-COCKS CAUSED A SERIOUS ACCIDENT IN THIS ARRANGEMENT OF STEAM PIPES

other—the ideal arrangement being a fall from the boilers
to a separator of ample capacity and a rise from the separa-
tor to the main engines. The separator should be fitted with
a water gage and a connection from the bottom to a steam
trap. A separate drain valve leading to the hot-well or feed
tank is an advantage in case the steam trap “Jibs,” and some
traps which depend on the action of a float are rather apt to
stick when used on shipboard. Even points where only a very
small amount of water may collect must be looked on with
deep suspicion, as, when steam is turned on to a pipe line the
effect of eyen the smallest quantity of water is to produce
a partial vacuum, thus causing a rush of steam, which will
project the water along the pipe with dangerous velocity.

Where it is necessary to adopt an arrangement in which
the steam pipes rise from the boilers, drain cocks must be
fitted to the boiler stop valve chests above the valves. The
lack of drain cocks in an arrangement of this type caused a
serious accident in a case within the writer's experience.

The arrangement is indicated in the sketch. It will be seen
that there were three boilers abreast, the pipes from the wing
boilers rising to a gathering piece which formed the upper
part of the stop valve chest of the center boiler, while the
pipe to the main engines also rose from this point. The pipes
were straight and of wrought iron, and were fitted with ex-
pansion joints as indicated, the whole being a very usual
arrangement. The ship and machinery were quite new, being
still in the builders’ hands,

be opened. Where it is possible the handle of the drain cock
should be led up alongside that of the valve itself.

Another common cause of accidents is insufficient provision
for expansion in steam pipes where this provision takes the
form of bends. There is no doubt that expansion bends,
when properly designed, are preferable to expansion joints,
but with large pipes these latter are very often a necessary
evil. The writer has seen quite a number of jobs where the
provision for expansion was so inadequate, the bends being
so stiff, that the engineers were running very grave risks.
Such cases are usually the work of small, unimportant firms
who employ cheap and inexperienced men. Important firms
of large experience are usually very particular on this point.
The writer remembers being with a famous firm whose man-
ager (a man of world-wide reputation), when shown an ar-
rangement of steam pipes, invariably asked if it were not
possible to put in larger or easier bends.

It is scarcely possible to lay down hard-and-fast rules on
this subject; each case must be considered on its merits, and
a few minutes of experiment with a piece of steel wire will
do more to demonstrate the relative “springiness” of various
arrangements than many pages of explanation. Try to get
the expansion taken up by flexing a long “leg” of pipe, and
remember that fine old engineering maxim, which says,
“Better be sure than sorry,” and don’t forget that an inquiry
or an inquest isn’t good for a firm. See that the necks of
valves or casings subject to bending stresses due to pipe

378

expansion are strong or well ribbed. These stresses are not
easily estimated, so it is well to be on the safe side.

It may be added that the necessity of stout, well-ribbed
necks applies very forcibly to boiler mountings. The writer
is not likely to forget a case where the scum valve broke off
in the hands of the engineer who was closing it. Note, also,
that the flanges of mountings joining the boiler should be
extra good and heavy, while the studs securing these flanges
to the boiler shell should not be less than 34 inch diameter
for even the smallest fittings.

Where expansion joints have to be adopted in a steam pipe
line, remember that they will only take up expansion in one
direction. The writer has seen some instances where one
expansion joint was expected to take up a sideway motion in
addition to the movement in the proper direction. Now, an
expansion joint is usually a nuisance at any time, but under
these conditions, with the sleeve and packing pushed to one
side, it is bound to be anything but a joy to the engineer.
Don’t forget to make adequate provision to take up the un-
balanced thrust of the expansion joint. This load is equal to
the product of the steam pressure and the sleeve area. Where
a boiler stop valve forms one end of a steam pipe line fitted
with an expansion joint, the stop valve neck should be re-
enforced with a good foot. If the unbalanced load is taken
up on a bulkhead or other shipwork see that it is amply
strengthened to resist it. Unless the pipe joining an expan-
sion joint is very short and rigid, safety stays must be pro-
vided to prevent the possibility of its being blown out. It is
not only in connection with steam pipes that freedom of
movement is essential, for this requirement also applies to
most pipe runs.

Although water pipes are not subject to much expansion,
due to changes in temperature, where they are connected
between bulkheads they are subject to the working of the
ship, and must not be too rigid. Again, when connected to
pumps or to the main engines the movement from these may
in time fatigue a pipe which is too stiff. Of course, in these
points judgment must be exercised, for it is evident that a
small copper pipe is not under the same conditions as a cast
iron one.

Another argument in favor of flexibility in pipe lines (and
one which most sea-going men will endorse) is greater ease
in making joints. :

The necessity for strong necks on boiler mountings has
already been emphasized; the same necessity applies also to
the necks of sea valves joining the ship’s skin, as in both
cases a fracture of the neck below the valve would be a very
serious matter and one not easily remedied. A case which
illustrates this point occurred some years ago. The steamer
U———,, belonging to a well-known line, was in mid-ocean.
The second engineer was on watch when he noticed that there
appeared to be a considerable amount of water in the bilges.
He accordingly put on the bilge pumps, but looking again
some time after he was astonished to find that the water had
risen considerably. Thinking that the pumps must be at
fault he hurried up on deck, only to find that a good solid
discharge was coming from the ship’s side.

Finding the water to be still rising he started up the ballast
pump and opened the special suction valve which puts this
pump on to the bilges. Even this made no apparent impres-
sion, and being by this time considerably alarmed he called
the chief, and when he arrived the floor plates were almost
awash. As a last resort the main inlet valve was closed arid
the bilge-injection opened. This was effectual in lowering the
water, when it was found that the neck of the main inlet
valve was fractured, being only held in place by the pipe.
Shores were obtained and wedged between the valve cover
and the deck above, so as to close the opening as nearly as
possible. A wooden box was next built around the valve,

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, I9I2

and filled with concrete made with broken firebrick. This
made a good, sound job, which took the ship safely to port.

‘The mishap which came very near to causing the loss of the
vessel (and which might easily explain more than one total
disappearance) was probably in this case due to two causes.
In the first place the neck of the sea valve might with ad-
vantage have been stronger, but probably the second reason
advanced may have had a good deal to do with it. The pipe
leading from the main inlet valve to the circulating pump
(which was driven off the main engines) was dead straight.
Again, the engines “worked” considerably, and it has been
suggested that this movement, acting at the end of this
straight pipe, caused a bending and twisting action on the
neck of the inlet valve, which in time so fatigued it as to
cause fracture.

Leaving now the consideration of some of the points affect-
ing safety at sea it is proposed to deal with a few items in
regard to machinery arrangements from the point of view
of the sea-going engineer. A well-known professor of engi-
neering of a North of England university (himself a prac-
tical man) used to strongly impress upon his students “the
absolute necessity of so arranging machinery as to reduce to
a minimum the inevitable profanity on the part of the operat-
ing engineer.” In order to carry out this laudable object it is
essential to consider each item from the point of view of the
operating engineer and to enter into his joys and sorrows.
This, of course, is only possible to the practical engineer, and
no other should be allowed to arrange machinery.

The writer has been connected with several of the fore-
most marine engineering establishments in Great Britain, and
in his experience the draftsmen who are responsible for the
design and arrangement of the machinery are usually men
who have been brought up with marine engines, who have
served an apprenticeship in all the various shops, and who
have, in addition, a technical college and often a university _
training. These men are highly trained specialists and have
little to learn from any sea-going man. On the other hand,
there are firms who will not pay to secure the services of
efficient men, so that their reputations and the unfortunate
engineers who have the running of their jobs at sea are bound
to suffer.

Judging from letters which have appeared in these columns
on the subject of faults in machinery design, there appears to
be a certain amount of vagueness with reference to the person
to be blamed. Thus one gentleman appeared to consider that
the machinery builders should supply steam separators, ex-
haust steam heaters, grease extractors, etc., purely out of
kindness of heart. Evidently he had never heard that marine
machinery (in this country, at any rate) is built strictly to
specification and in the face of very severe competition. That
there were difficulties in the way of this free gift he evidently
realized, for he writes, “You will never get it out of the
drawing office.” It is scarcely likely, unless. this expensive
auxiliary machinery is either specified or paid for.

As a matter of fact, the people who are primarily to blame
are the shipowners themselves. They should employ an
experienced superintendent engineer, who is in touch with
all the special requirements and conditions which apply to his
company’s steamers. He should draw up his specification
with special reference to these requirements, and see that his
ideas, the result of his own experience, are embodied in the
actual vessel. Secondly, the shipowners should pay a reason-
able price and see that it is a firm with a reputation to lose
who carries out the work.

To return to the subject. It is not possible to lay down
hard-and-fast instructions in order to secure the ideal of mini-
mum profanity mentioned above, but a few suggestions may
be made. It must be remembered that there are other stand-
points from which a design must be considered besides that

SEPTEMBER; 1912

of the operating engineer, who is seldom in a position to
appreciate all the conditions. On the other hand it is usually
possible to produce a job which will satisfy ail requirements
and yet not turn the engineer gray-headed. Probably the
most important consideration affecting the operating engi-
neer is accessibility. See that every part that may require
attention can be got at with the minimum amount of trouble.
Thus in placing the boilers leave sufficient space at the backs
for access to the combustion chamber stay ends, while all
seams and rivet heads should be so placed, with regard to
shipwork, that they can be readily calked. The writer has
seen a butt-strap completely covered by an overhanging
bunker-side, so that it was quite impossible to get near it.

Again, auxiliary engines should be arranged so that the
necessary adjustments and overhauling can be readily carried
out. Avoid placing auxiliary machinery too closely into a
corner. The writer remembers having to get out the coils
of an evaporator which was packed hard up into a corner of
the engine room. The nipples securing the coils were behind,
and he even yet longs intensely to say a few words to the
man who arranged it in that position.

The operating gear for the main engines should be placed so
that one man can work everything quite handily. Engines
have come under the writer’s notice with the reversing wheel
on one column, the regulator valve wheel on another, and the
throttle and starting levers on the other, while the drain
cock handles were all over the place.

A most important point which does not always receive the
attention it deserves is the arrangement of ladders and plat-
forms. Ladders and platforms make up a quite inconsider-
able fraction of the total cost of machinery, and a little extra
attention in this direction means much to the operating engi-
neer. In addition, the means provided for getting about
usually impress a visitor to a ship as much as anything else,
so that it is to the interests of the machinery builder to give
some extra care to these points. See that the engine room
entrance ladders have a good, easy rake, not steeper than
I in 2 if possible, and ayoid making the ladders in long
lengths without landings.

Good space for overhauling should be provided on the top
platform, which should be arranged at a convenient height
for working at the cylinder covers. Try to get decent head
room on the middle or packing platform, and avoid the neces-
sity of crawling to get at the gear. See that every valve and
cock in the ship can be got at in comfort, remembering that
contortionist performances in a high temperature are not
conducive to good temper. In this respect the stokehold is
often somewhat neglected. Arrange the boiler stop valves
so that they can be got at easily and quickly, and avoid placing
them close under the uptakes.. A good deal more attention
might be paid to these matters with considerable advantage,
for the writer has seen some boiler tops “arranged” so that
the manipulation of the valves was a very good preparation
for the engineer’s future state. An example of how not to
do it was the case of a certain vessel, where, in order to get
at the gage-glass cocks, the unfortunate engineer had to fix
a rope round the stop valve, put a loop in the end of the rope,
and with his foot in the loop lower himself over the boiler
crown. The writer also remembers as an apprentice helping
to drag his mate from the boiler tops of a cross-channel
steamer where he had fainted in his efforts to reach a pres-
sure gage cock. It cannot be too strongly urged that careful
attention should always be directed to the placing of the
mountings on the boiler tops with reference to their ac-
cessibility.

See that every pipe joint can be readily got at, and never
arrange pipes so that about half a dozen have to be removed
to get at one. If a pipe trunk is fitted to take pipes through
a cross bunker, see that it is of ample size for a man to get

INTERNATIONAL MARINE ENGINEERING 379

in and remake joints. The writer has come across pipe trunks
where the joints could certainly be seen, but to remake them
the bunker side would require to be taken out.

Under-floor pipes being out of sight are often neglected
as to accessibility. If possible no pipe joint should be covered
by another pipe, but every joint should be visible when the
floor plates are removed. See that the strainers in the bilges
at the suction ends of the bilge pipes are not covered up by
pipes, ectc., so that the job of clearing them is no worse than
it otherwise would be.

In scheming out pipe systems and connections endeavor
to make them as simple and fool-proof as possible. Don't
arrange matters so that the engineer has to carry out some
mental gymnastics to decide which valves are to be opened
and which closed. A good deal can be done in this respect
to save the engineer trouble. Thus take the case of a pump
with several suctions. Don’t place a valve here and a change
cock somewhere else, but arrange the whole thing in one valve
chest at the pump with nameplates to distinguish the suctions.

Again, suppose the auxiliary exhaust system is connected
to the auxiliary condenser, to the main condenser and to the
atmosphere, it is better to arrange one valve chest to control
these and place it in a convenient position where changing
over can be rapidly carried out than to have the valve for
exhaust to auxiliary condenser in one corner of the engine
room, that for the exhaust to atmosphere in another and the
valve for exhaust to main condenser somewhere else.
Numerous instances might be cited, many of which wil!
doubtless occur to most sea-going men. BriTISHER.

Carels-Westgarth Marine Diesel=Engined Ship Eavestone
On July 22 the writer was present on the trial run of the
Diesel-engined ship Eavestone, which is a 3,700-ton cargo ship
fitted with a 1,000-horsepower, four-cylinder, two-cycle Carels
marine engine. We made a start without any difficulty and
spent a day on the North Sea maneuvering in every conceivable
manner. There was no noise in the engine room, no vibra-
tion, no heat radiating from the engine, no smoke from the
exhaust. It was very easy to reverse the engine from full
speed ahead to full speed astern in eight seconds. We could
vary the speed of the engine from its normal 100 revolutions
per minute to 40 revolutions per minute in three seconds.
The engine is built on the lines of a marine steam engine.
It actuates the scavenging pumps, the circulating water pumps
and the bilge pumps from the cross-head by rocker arms. The
engine behaved as if it had been in training for years, when,
in fact, this was its first day’s run, having been assembled in
the ship without any testing in the shop of its builders, Messrs.
Carels Bros., Ghent, Belgium. EE RaWe
Antwerp.

In Breakdown Time

That in breakdown time the marine engineer has very often
to “fight” under adverse conditions is a truth too widely
known to be reasserted again. And although it is true also
that these conditions are steadily improving in this age of
monster ocean liners, wireless telegraph and simplified ma-
chinery, yet 95 percent, if not more, of the operating marine
engineers have to make repairs “using” more brains than
hands, looking at the miserable resources that the limited
space of the storeroom in a vessel carries and offers to him.

The following brief stories of breakdowns and their repairs
will show better than a well-written article the truth of this
statement.

WitrHout A TuBE EXPANDER

A continuous trouble in a Scotch marine boiler, 6 feet in
diameter and 9 feet long, fitted in a seagoing launch, was a

380

leakage through the joints connecting the tubes with the fire-
box sheet.

The ship was out of commission, but with the machinery
ready “to steam,’ when an order to get up steam as quickly

as possible was received to relieve another vessel temporarily ~

at her station; with the urgency of the order a tube ex-
pander could not be put on the list for provisional tools, and,
furthermore, there were instructions to secure from the ship
to be relieved the necessary tools as well as the supplies that
might be needed.

After a 24-hour run we arrived at the station and relieved
the vessel. It happens then that the tube expander aboard
the latter was 1%4 inch larger in diameter than that necessary

= _ Fracture
1 in.Steel
< Rod

Fig. 2

Fig. 3

for the relieving vessel, so we had to proceed on our voyage
without an expander.

At the ending of the second trip several boiler tubes began
to leak so badly that the steam pressure could not be kept at
its working point. As soon as we arrived in port and blowed
the steam off we found seven tubes leaking at their back ends.
No tube expander could be found in the town, SO one was
asked by telegraph to the main office at Manila. It meant a
couple of weeks of inertia, but in order to avoid discontinuance
of the regular route on which the launch was running, and
after a good deal of thinking, an idea of stopping the leakage
temporarily was carried into practice as follows:

From a spare boiler tube several pieces or lengths of ring
were cut out, each one measuring 54 inch wide (% inch wider
than the thickness of the fire-box plates). These rings were
split so as to make their external diameter equal to that of the
internal diameter of the tubes; one end of every ring was
beveled a little so as to place them easily on the center of the
mouth of every leaky tube.

Exerting some pressure, the rings were finally pulled inside
the leaky tubes in such a way that we could see how the
leakage was gradually stopping. Once the ferrules were in
place the leakage quite totally disappeared. Of course. this
was an emergency repair only, but we continued the route and
made two round trips, after which the ferrules were removed
and the tubes re-expanded.

As these tubes were somewhat old, and notwithstanding
that great care was used in preventing sudden changes of tem-

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

perature in them, they were frequently leaking. Nineteen
months later, and as a result of so much re-expanding, five
of the tubes became so thin (about one-third of the original
thickness) at their back ends that the tube expander was
too small. This gave us a hard time, and we were obliged to
resort to the same scheme just described, 7. e., the fitting of
iron rings or ferrules made from a spare tube, as reinforce-
ment to the weak ends, and after fitted at the same location
as before they were re-expanded. The idea proved again to
be a good one, as the result was water and steam-tight joints,
which lasted till the launch was subjected to a general repair.

Broken HicH-PressurRE VALVE STEM

The engine for which the boiler with leaky tubes above
mentioned generated steam was of the compound-condensing
type. Some four years ago, and while running at full speed
ahead, the engine stopped suddenly.

We found the cause to be the high-pressure valve stem
broken down in two pieces, the fracture being at the root of
the threaded part (Fig. 1). There was not a spare valve stem,
and the next port to which we were proceeding was at about
a four hours’ run. In order to reach it we decided to run
with one engine. But a difficulty was met with in that the
pumps were connected to the high-pressure wrist pin, and,
moreover, the low-pressure valve stem was % inch larger in
diameter than the broken one. Fortunately, the external
diameter of both low and high-pressure valve rod bushings
was the same, consequently after removing the broken stem
and its bushings, the low-pressure valve, piston rings and con-
necting rod, and securing the piston on the top end of its
stroke by means of a piece of wood beneath the cross-head
slipper, the low-pressure valve rod, with its bushing, was
removed and assembled to the high-pressure valve. Then the
low-pressure valve receiver was covered and the hole plugged.

With 80 pounds gage pressure and at 90 revolutions per
minute (100 pounds and 140 revolutions were the normal
run), the two remaining ports were made; and having no
telegraph office in the first port the mishap was wired from the
last to the main office.

Wishing to continue the regular run under normal condi-
tions as soon as possible and without waiting for the re-
quested new stem, which might have taken one or two months
before its arrival aboard the ship, and after reviewing the
resources that the storeroom offered, as the town, like the
majority of the Philippine ports, lacked both machine shops
and hardware stores, the following idea was carried out:

From a steel octagonal bar of 5/16-inch sides, by filing, we got
a round bar I inch in diameter; one of the ends to a length
of about 6 inches was reduced to 34 inch diameter to provide
for the tail end at the top side (a, Fig. 1); the other end was
tapped for about 1% inches with 1-inch threads. From the
broken spindle the fork end was sawed off (Fig. 2), and a hole
was drilled vertically on the center, which was tapped after-
ward with a 1-inch tap (Fig. 3). The screwed end of the
rod, which was of t-inch diameter, was heated, screwed down
to the fork, and finally riveted under this latter (Fig. 3). As
the broken stem was % inch larger in diameter than the home-
made one, we had to fix liners to the bushing and thus adjust
it to the rod. Taking into consideration the pressure, this
stem with the lined bushings was assembled to the low-
pressure valve; and the final result was a satisfactory one, as
was shown by a three months’ run, after which a general over-
hauling was made on the machinery and a new stem fixed.

Philippine Islands. AuGustTo SUZARA,

The United States Collier Jupiter, of 20,000 tons displace-
ment, which is the largest ship built on the Pacific Coast, was
launched Aug. 24 at the Mare Island navy yard. The vessel
is noteworthy as the first electrically-driven ship ever con-
structed.

‘SEPTEMBER; 1912

INTERNATIONAL MARINE ENGINEERING

381

Review of Important Marine Articles in the Engineering Press

Heavy-Oil Engines.—A review of the second and third of a
series of lectures by Captain Sankey before the Society of
Arts describing heavy-oil engines. In these lectures the prin-
cipal points were the consideration of the mechanical details
of Diesel engines as compared with steam engines and the
minor points of difference among the different makes of oil
engines themselves. These last are very small and might be
due either to the limited time the engines had been built or
that a best type had already been evolved. One interesting
point of design referred to was the large range of powers
available in engines by the use of a few sizes of cylinders
and the combination of these in from one to four or even
more lines. The review indicates that the lectures were re-
plete with data and figures on design and operation of these
engines, and the original papers are probably a valuable con-
tribution to the literature of the subject. Reference was made
to fuels, the wide range of oils available and the composition
best suited for use. 2,200 words.—Engineering, May 17.

The German Naval Architects—The summer session of the
Schiffbautechnische Gesellschaft was held June 4 to 9. The
session was to a large degree under the auspices of the navy
and included the witnessing of torpedo boat and other ma-
neuvers and a visit to the Kaiser Wilhelm Canal. Four papers
with the following authors and titles were read and discussed:
The Development of Submarine Boats and their Engines, by
Marinebaurat J. Berling, of Kiel; On the Widening of the
Kaiser Wilhelm Canal, by Herr Regierungs und Baurat H. W.
Schultz, of Kiel; The Development of the Torpedo, by Cap-
itan zur See S. Michelsen, of Kiel; and Diesel Motor Build-
ing at the Germaniawerst, by Direktor C. Regenbogen. Asa
review of a review, this article can only barely mention the
subjects of importance for shipbuilders. As to the first the
submarine boat was considered in two types, the submersible
and the submarine. It was assumed in both cases that the
vessel had to be able to run at the surface as well as sub-
merged. Therefore, sufficient reserve buoyancy was required
to run safely on the surface and in such a way as to rapidly
be reduced for diving. Further, provision had to be made for
equalizing the weight and moments in the vessel due to sud-
denly firing a torpedo or slowly using fuel, water, or stores.
All this had been done by carefully chosen reserve buoyancy
tanks and aid tanks. Submersibles have more reserve buoy-
ancy, better sea qualities, more comfortable quarters, and are
safer in case of accident; on the other hand, the submerged
speed of submarines is somewhat greater, being 9% knots
as compared to 9 knots for two ordinary specimens of the
two types. The propeller is a compromise due to its wide
range of service conditions. It has been proposed to build
submersibles to 18 knots speed when on the surface and 11%
knots submerged. Attention was paid to four different types
of propelling machinery: (1) electric storage batteries and
electric motors and oil engines; (2) steam machinery; (3)
steam engines with soda boilers; and (4) compressed air in
nickel steel tanks, under water propulsion in this case being
effected by oil engines. Examples of these types were de-
scribed in some detail. The last paper read told the early
development of the Diesel motor at the Krupp Germania-
werst. Its author then described a number of late designs,
some illustrations of which were shown. The Krupps were
pioneers in the development of some features of Diesel engine
design and were making rapid pace in placing it in first place
for usefulness to the marine engineer. The opinion was ex-
pressed that it was only a question of time until oil engines
of the largest sizes would be acceptable and demanded by

The Krupp Co. has already turned out 69,434 brake
9,700 words.

owners.
horsepower of Diesel engines in 640 cylinders.
In two parts —The Engineer, June 14, 21

The Ice-Breaking Steamer Pjotr Welikij—A peculiar ves-
sel for ice-breaking was designed and built last winter in
Sweden. The dimensions of the boat are: Length over all,
182 feet 1 inch; maximum breadth, 50 feet 10 inches; molded
depth, 27 feet 5 inches; draft, 21 feet 4 inches; displacement,
1,9co tons. The lines bear a slight resemblance to a yacht’s,
and, although of such large ratio of beam to length, on trial
she exceeded the required speed of 12%4 knots by 2 knots. The
propelling machinery of the ship consists of four single-ended
Scotch boilers 14 fect 6 inches in diameter and 8 feet long,
worked under forced draft. The main engine has cylinders
227/16, 35 7/16, and 59 1/16 by 393% inches stroke and a maxi-
mum designed horsepower of 2,500. Forward there is located a
smaller engine with cylinders 15 15/16, 2554 and 413% inches
diameter, of 1,200 designed horsepower, driving a smaller
screw through a Benn coupling which throws out the pro-
peller automatically if a dangerously large piece of ice be
struck. A notable feature of the hull is a number of large
ballast and trimming tanks served by powerful pumps, by
which the ship can be worked through very thick ice floes.
Thorough tests have proven the ship entirely satisfactory. 780
words. Illustrated with photograph and drawings of general

arrangement.—Engineering, June 7.

Icebergs and Their Location in Navigation—An editorial
review of a lecture upon this subject at the Royal Institution,
by Dr. Howard T. Barnes, F. R. S., Professor of Physics at
McGill University, Montreal. The ice-fields in the North At-
lantic and the formations generally found were described.
The particular subject treated was the temperature of sea
water and many interesting results were presented. The usual
methods of sea water temperature measurement being entirely
inadequate, the speaker has devised a recording micro-ther-
mometer which has proven quite satisfactory for the work.
This instrument was placed in a survey boat of the Canadian
Hydrographic Service and the contact points set for a reading
at a depth of five feet. It was noted that upon approaching
an iceberg the temperature slowly rose and then suddenly fell.
This was found to be the invariable iceberg effect upon the
instrument. Approaching land left its own characteristics
upon the tape and other changes in subsurface conditions were
easily recognized when once known. ‘The lecture covered a
field which may soon become very important, as more investi-
gation brings results in lessened dangers to navigation. 1,700
words.—Engineering, June 7.

Ferro-Concrete Sludge-Pumping Pontoon; Manchester Ship
Canal.—By W. Noble Twelvetrees, M. I. Mech. E. A descrip-
tion of a boat of novel construction for an unusual purpose.
The structure is of ferro-concrete throughout, including decks
and houses. Although not self-propelled, it contains a steam
plant consisting of a Scotch boiler 13 feet 8 inches in diameter
and 10 feet 6 inches long, a vertical compound engine, con-
denser, three centrifugal pumps and three steam windlasses.
In the dredging of the Manchester Ship Canal, when the silt can
be dumped onto nearby lands, their fertility is improved and
a saving in towing charges is effected. This pontoon is to be
moored at some point on the canal and the barges towed to
it, when the dredged material is pumped out of the barge
across the pontoon and onto the land. The article describes
in some detail and shows clearly by drawings the construction
of the pontoon. It is reo feet long, 28 feet wide, and 8 feet

382 INTERNATIONAL MARINE ENGINEERING

6 inches deep to main deck with a load draft of 6 feet 6
inches. It is divided transversely by four watertight bulk-
heads and longitudinally by two. Each compartment was tested
for watertightness. The outer shell is 3 inches thick, except
in way of boiler and bunker space, where it is 4 inches.
Judged by the results of recent experience with ferro-concrete
structures, there is little to fear of the pontoon ever being
seriously damaged by collision. The reasons given for the
use of this material were the lower first cost, the elimination
of maintenance charges, and the readiness with which pos-
sible repairs could be effected. 2,000 words.—Engineering,
June 14.

French Warship Building—A resumé of the French Naval
Programme for 1913, which provides for laying down four
battleships, in addition to five to be advanced and two to be
completed during the year, making eleven in progress of
construction. The last two named are 540 feet in length, and
at 29 feet draft displace 23,100 tons, with Parsons turbines
of 28,000 shaft horsepower to give a speed of 20 knots. In
the five battle ships now in progress, the general dimensions
are the same, but 500 tons more displacement is to be allowed
at the same draft, and in consequence the Parsons turbines
will be 29,250 shaft horsepower to give 20 knots. No cruisers
are provided for, and as regards the torpedoboat destroyer
programme, nine vessels are to be completed next year, seven
of them at private works and two at dockyards, three will be
continued and three will be laid down. These are twin-screw
turbine-driven ships 265 feet 9 inches in length and 850 tons
displacement. Of submarine boats, eight will be completed,
ten continued and three will be commenced. The submarines
are steadily increasing in size. These later vessels are to be
242 feet 9 inches long and 19 feet 8 inches breadth. Internal-
combustion engines of 4,8co horsepower are to be fitted to give
a surface speed of 20 knots. Miscellaneous ships included are
a submarine mine-laying ship, a transport, and a gunboat. 850
words.—Engineering, June 14.

Test of an External-Joint Film Oil Heater at the Engineer-
mg Experiment Staticn, Annapolis—The object of the test
was to determine the rate of heat transmission in British ther-
mal units per square foot of heating surface per hour per
degree Fahrenheit temperature difference between the steam
and oil for various steam pressures and rates of flow of oil.
The size of the inner tube of the heater was 5 inches diameter
and 43% inches length between headers, having a heating
surface of 6.13 square feet. The test is reported complete
and is accompanied by a drawing of the heater and photo-
graphs of the apparatus as set up. The results are plotted
as curves. The most economical operation of the system
would seem to occur when the steam pressure is reduced until
the outlet temperature is not any higher than necessary for
the operation of the burners. 4,200 words.—Journal of the
American Society of Naval Engineers, May.

The Corrosion of Bronze Propeller-Blades—By William
Ramsay, F. I. C. An examination of several specimens of
bronze propeller-blade corrosion, which are divided into three
or four types, classified by the position on the blades. In a
previous study of this subject by the same author, the causes
were stated to have been mechanical erosion. Attempts to
counteract this action by improved alloys have not been en-
tirely successful. In this study the effects of electrolytic cor-
rosion upon metals under heavy stress are shown to be capable
of causing the trouble. This has been shown, among other
ways, by a simple experiment upon two bent pieces of sheet
metal immersed in sea water and coupled to a delicate gal-
vanometer. A strain upon one increases its electromotive
force, the increase being greater if the stresses were vibratory.
Immersed in an electrolyte an electric current will flow be-
tween the two parts, the strained metal being attacked or dis-

. in the usual bunker space.

SEPTEMBER, 1912

solved, while the unstrained metal is comparatively unaffected.
In the latest type high-speed turbine propellers, these injurious
conditions are very much intensified, and in conjunction with
the thinning away of the blade sections, soon makes corrosion
dangerous, as has several times actually occurred. The rem-
edy is mainly one of design. Although the metallurgist may
improve matters a little, the principal correction is increased
blade sections and weight of hubs and wheels as a whole.
3,400 words. Well illustrated —Engineering, May 24.

Converted into Oil-Burners—The passenger steamers.
Prince Rupert and Prince George, of the Grand Trunk Pacific
Steamship Co., have been converted to oil-burners. The work
has been done at the yards of the British Columbia Marine
Railways Co., Esquimalt, B. C., under the supervision of Capt.
C. H. Nicholson, manager of the Grand Trunk Pacific Steam-
ship Co. fleet. Owing to the exceptionally large fresh water
supply required by these ships, the double bottom tanks are
used for its storage and so oil fuel was stored in tanks built
Ample fuel space has been in-
stalled for a steaming radius of 1,700 nautical miles at 18
knots. The oil-burning system adopted was the Dahl, manu-
factured by the Union Iron Works of San Francisco. The
line has provided a storage tank at Vancouver with a ca-
pacity of 32,000 barrels, with a measuring tank of 1,000 barrels
capacity and a pumping plant of over 1,000 barrels an hour.
Diagram drawings of general arrangements of ships as
changed. 2,200 words.—The Marine Review, June.

Auxiliary Machinery for Internal Combustion Engined Ves-
sels —By W. R. Cummins. Second only to the question of the
practicability of the Diesel engine itself is that of the auxil-
iaries for such vessels. The aim of. this paper is to show how
every auxiliary on board ship, and including steering engine
and winches, might be satisfactorily worked without the auxil-
iary steam line usual in steam-propelled vessels. Each indi-
vidual auxiliary is taken separately and the solution worked
out. Later the whole system is taken as a whole and the ad-
vantages inherent in electric, compressed air, and hydraulic
power are compared. The electrical solution is said to he en-
tirely practicable; a few good things are said for compressed
air, but the efficiency generally is lower than with the electric-
ity, while little was said to justify the adoption of hydraulic
system. The paper was followed by a lengthy discussion. In
all, 20,cco words. Illustrated —Tvransactions Institute Marine
Engineers, April.

The Brown-Curtis Turbine—H. M. S. Southampton, the
latest of the Town class of cruisers, was launched on May
16 from the Clydebank works of Messrs. John Brown & Co...
Ltd. This vessel is the third of the class to have Brown-
Curtis turbines which have proven very satisfactory both om
trial and in service. So favorably is this type considered that
the Admiralty accepted the proposal to use it in the latest
battle-cruiser 7iger recently placed with the same firm. ‘This
vessel is to be 608 feet long, co feet 6 inches beam, and will
displace 28,000 tons. The speed is to be 28 knots, which will
require 80,000 indicated horsepower.—Engineering, May 24.

The Sperry Gyro-Compass.—An extensive description of the
mechanism of this complicated instrument. Fully illustrated
by detail and assembly drawings and photographs. Its pur-
pose is to provide the necessity of a true compass by mechan-
ical means, this being done through the gyroscopic action of
a wheel rotated in a vacuum by an electric motor, and so sup-
ported as to be serviceable under any conditions incident to
navigation, and so mounted as to be readily used in a bin-
nacle very similar to the usual form. The instrument is manu-
factured by the Sperry Gyroscope Co., of New York, and has
already been installed on several United States warships. 4,200:
words.—Engineering, May 31.

SEPTEMBER, 1QI2

Published Monthly at

17 Battery Place

By ALDRICH PUBLISHING COMPANY, INC.
H. L. ALDRICH, President and Treasurer

A. and M. E.

New York

Assoc. Member of Council, Soc. N.
and at

Christopher St., Finsbury Square, London, E. C.
EK. J. P. BENN, Director and Publisher

Assoc. I. N. A.
H. H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES

GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

ei caletion Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,
ass. f

Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

Many of the recent proposals for the development
of shipbuilding in both the United States and Great
Britain designed to take advantage of traffic through
the Panama Canal have been held up awaiting the final
action of the present session of Congress regarding the
Panama Canal tolls. Without advance knowledge as
to the exact conditions under which traffic through the
canal would be conducted, it has been impossible to
go forward with any preparations for such traffic, but
now that this important measure has become a law
there is no necessity for further delay in the progress
of such plans as are feasible under the existing con-
ditions. In signing the Panama Canal bill as finally
modified by the Senate and House, President Taft ex-
presses a very favorable opinion of the measure, stat-
ing that the bill is admirably drawn for the purpose of
securing the proper maintenance, operation and con-
trol of the canal and the government of the Canal Zone
and for the furnishing to all patrons of the canal,
through the government, of the requisite docking facili-
ties and the supply of coal and other shipping neces-
sities. The features of the bill to which objection has
already been made and which may be the subject of
further legislation are those relating to the discrimina-
tion in favor of the coastwise trade of the United
States, the clause prohibiting railroad-owned ships

INTERNATIONAL MARINE ENGINEERING

383

from passing through the canal and the amendment
that bars out trust-owned ships. As there is a con-
siderable interval, however, before the canal is finally
open for traffic it is probable that any features in this
preliminary legislation which prove undesirable for the
best interests of commerce will be modified to meet
specifically the existing conditions. On the whole, the
enactment of this bill should prove a decided stimulus
to the industry of shipbuilding.

While conditions on the Great Lakes are quite dif-
ferent from those in ocean shipping on account of the
continual movement of vast quantities of a specific
bulk cargo, such as ore or coal, over certain routes, yet
the development of special types of vessels for this
traffic has brought out some original features of ship
construction that may eventually prove useful in a
modified form for adoption in sea-going vessels, espe-
cially in bulk freighters. A notable example of the
modern bulk freighter is given this month in the de-
scription of the new vessels built by the Great Lakes
Engineering Works for the Shenango Steamship &
Transportation Company. These vessels, while the
largest of their type in the world, are designed for only
a moderate speed, and consequently require only
a comparatively small power for propulsion. But not-
withstanding the small machinery weight necessary for
this power, no refinement of design is sacrificed which
would increase the efficiency of propulsion or lower the
fuel consumption. The hull itself is a splendid exam-
ple of the latest type of bulk freighters, with the hold
extending in an unbroken sweep forward from the
machinery space, divided only by two screen bulkheads
of the box girder construction, the entire deck being
given up to hatches. The distinctive feature of this type
of hull is the massive arch girder construction, with
the hopper sides of the hold carried throughout in a
prolonged slope to about one-half the depth of the hold,
the lower half having vertical sides terminating on the
deep double bottom, confining the cargo within reach
of self-filling buckets, thus eliminating hand labor in
unloading the cargo. This type of vessel, with its com-
plement of freight-handling appliances, is a distinct
American engineering achievement in marine transpor-
tation which, as a whole, has resulted in reducing the
cost of transportation to a lower figure than anywhere
else in the world.

It would seem reasonable to expect that after many
years of development in shipbuilding the modern
steamship would be almost faultless as far as the ar-
rangement of machinery is concerned, but judging
from the experiences of many practical marine engi-
ueers there is usually room for improvement in this
direction. We think the practical engineer is the man
to be heard from on this score, and will gladly welcome
criticisms from the engine room for publication, so
that a better understanding may result between the
shipyard draftsman and the sea-going engineer.

384

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, 1912

Improved Engineering Specialties for the Marine Field

Hezzanith Mark I. and Mark Il. Binnacles

The binnacles, “Hezzanith Mark I. and Mark II.,”’ illus-
trated on this page, which are manufactured by Messrs.
Heath & Company, Ltd., Crayford, London, E. C., embody
many useful improvements. The stands, made of the best
specially selected hard teakwood, are well calculated to resist
the ravages of weather and temperature. The brass work is
all tested for absence of magnetic material and the corrector
spheres and Flinders bar are tested carefully after being
demagnetized. Special attention has been given to the sus-
pension of the compass, resulting in the present arrangement
of spring suspension, which is calculated to meet the various
yibratory conditions of different ships.
consists of two beam helical springs (one right-handed and
one left-handed), from the ends of which is suspended a
saddle piece and hanger which connects with the journal on
the compass gimbal. Above these two springs is fitted a
laminated bowed-blade damper spring, the function of which
is to damp the superfluous vibrations of the helical springs.

“MARK II’

“MARK I’

The pressure exerted by this “damper” on the helical springs
is adjustable, and can be varied from nothing at all to pro-
ducing a condition approximating rigidity. This damping
arrangement, which is protected by patents, is claimed to be
a most practical improvement and a great factor in producing
the stability in the compass card, which is so essential. The
whole of this suspension is adjustable in azimuth for about
6 degrees, thus enabling the lubber line of the compass to he
set absolutely on the keel-line of the ship.

Another interesting. and very practical departure is the
method of attaching the binnacle top to the rim. The old way
was to fit lugs on the rim and then cut corresponding gaps
in the beading of the top. This had two main defects: First,
the cutting away of the beading weakened the top, and,
second, there was always a lot of “fiddling about” with the
top until the gaps were in the correct position to pass over
the Iugs. In the “Hezzanith” binnacles the top is provided
with automatic catches and can be placed securely on the rim
in any position. There are no lugs on the rim and no gaps
in the beading of the top, and the rim itself consists of a
strong, grooved casting instead of the usual beaded and wired
sheet brass. To remove the top all that is required is the
pressure of the thumbs on two plungers suitably placed close
to the handles with which the top is provided.

As is well known, the Mark I. binnacle is provided with oil
lamps above the compass; these are removable, and the
glazed openings over which they are attached to the top are
provided with brass shutters; the lamps can be attached with-

The main suspension _

out the shutters being removed, and thus there is no fear of
loss of parts. In the Mark II. binnacle the lighting is effected
by oil and electric lamps placed below the compass, the com-
pass being transparent to enable the card to be properly
illuminated. In these binnacles the oil lamp, which is a new
model with two powerful burners, is attached to the binnacle
by a very simple and neat device, and can either be left on
the binnacle when using the electric light, or, if desired, can
be removed, in which case a brass panel slides over the lamp
opening. The electric light is provided with a special reduc-
ing switch, very useful in taking azimuth observations.

The compasses in both models are provided with suitable
viscous fluid chambers, which it is claimed effectively damp
all excessive oscillations. The light cards are of specially
registered design and give excellent results. If desired, liquid
compasses can be fitted to these binnacles, in which case the
cards are of small diameter compared with the bowl and have
short needles for the purpose of correct compensation. A
large magnifier is attached to the compass, which doubles the
apparent size of the card. The azimuth instruments and sight-
ing devices are all of improved form, ensuring great ac-
curacy.

A modification of the Mark II. binnacle is the Mark II.
“Torpedo” binnacle with an 8-inch liquid compass, which is
extra strong and has special arrangements for reducing the
light as desired and shutting off all stray beams. A spotting
lamp fitted to the top focuses a single beam of light on the
lubber line; it can thus be illuminated both above and below
with both oil and electric lamps.

Cumberland Electrolytic Process

The Submarine Signal Company, Boston, Mass., has se-
cured the right to manufacture and install throughout the
United States the Cumberland Electrolytic Process, which
is a system for the protection of metals from corrosion,
pitting, grooving and formation of scale in steam boiless,
feed-water heaters, surface condensers, tanks, etc.

This process is claimed to be a natural, permanent remedy
of such troubles. It is a method of electrically protecting
metallic bodies wherever oxidization may take place. As
oxygen is the destructive agent the Cumberland Electrolytic
Process produces hydrogen on the body to be protected. This
is done by the following means. An electrode of the positive
sign is placed near. the body affected, and a determined
amount of current from the positive electrode is passed
through the medium surrounding the affected body to it. As
the positive electrode is destroyed it attracts the destruc-
tive oxygen gas or acids and hydrogen gas forms on the
body to be protected. The amount of electricity required is
extremely small and can be regulated at will, and an in-
strument is provided showing the amount of energy consumed
and that the metallic body is at all times protected.

HandJing Bananas Mechanically

A unique mechanical appliance for loading bananas on
board ship has been patented by Mr. George Edelston, of
New Orleans, La. This machine travels on a trackway along-
side the wharf, moving to any position alongside the vessel.
The tower stands 45 feet from the wharf level, the main
boom extending 35 feet. The main leg, which extends into
the ship, measures 28 feet between centers, and by aid of the
main, or what is termed the auxiliary boom, may be placed at
a convenient distance from the wharf to any position in the
hold of the vessel.

SEPTEMBER; I9QI2

The machine is equipped with a Jeffrey conveyor, manu-
factured by the Jeffrey Manufacturing Company, Columbus,
Ohio, consisting of double strands of Vulcan chain-carrying
pockets 48 inches wide. The machine is equipped with a
10-horsepower motor for operating the booms and propelling
the truck along the trackway. This same motor also operates

the conveyor, although the conveyor itself does not require

more than 2 horsepower for its operation while at normal
speed carrying forty-two bunches of bananas per minute.
With the use of this machine the delay and drudgery by
human labor are reduced, as well as the cost of loading and
unloading cargoes. Vessels are now got out of the way in
less than half the time than when the bananas were handled
entirely by human efforts and passed into and out of the
ship’s hold from man to man.

¢ High Power Electric Tools
The Standard Electric Tool Company, Cincinnati, Ohio, has

developed, and is now placing on the market a line of high-

power electric tools, including ball-bearing portable drills
and grinders.

In the drills all gears are generated from chrome-nickel
steel, case hardened, and are mounted on ball bearings packed
in grease, which are claimed to be dust proof. The very
highest grade German bearings are used. The motors carry
a very strong series winding, which gives them an excess of
power over rated capacity, preventing overloads and burn-

INTERNATIONAL MARINE ENGINEERING

385

outs. The drills are built in 3£-inch and Y%-inch sizes for
direct and alternating current. The Y%-inch direct-current
drill is guaranteed to ream up to 7/16 inch in thick metal.
In addition a Universal drill of 3-inch capacity that will
operate on both direct and alternating-current is made. These
drills are built and recommended for the most rigorous and
hardest constant service. All armatures and poles in both
drills and grinders are built up of the best soft electrical
sheet steel and are uniformly insulated.

The grinders are made for tool post, bench and parallel
work. A special feature in connection with the tool post or
center grinder is a base which converts it into a bench
grinder by removing a slide and placing the motor in a groove
in the top of the base, as this doubles the range of work,
increasing the value of the tool in all shops, because while
tool-post grinders are indispensable they are used only at
intervals, and by this combination they can be kept in con-
stant service. All motors in both drills and grinders are
force-ventilated by fans of special design. The grinders are
furnished with phosphor bronze bearings adjustable to wear.

An Automatic Ejector

The ejector illustrated is adapted to locations unhandy of
access, as in the holds of vessels and other out-of-the-way
places. It may be placed under the flooring alongside the
keelson or in other parts of a boat where leakage is constant
or intermittent. The ejector can be relied upon to start
automatically when water rises beyond permissible depths. It
will work when operated with either steam or water pressure,
and because of this feature it may be placed any distance
from the boilers, even so far that steam will condense before

reaching it, as it will work with hot condensation, or it may
be located any distance from a steam pump and be worked
with water discharged by the sump. When operated with 4o
pounds pressure (either steam’ or water) it will elevate 20
feet, and when operated with higher pressure it will elevate
to proportionately greater heights.

This ejector is attached to a valve and float with levers
that automatically raise the spindle of the valve when leakage
of water buoys up the float and lowers the spindle, closing
the valve after the ejector has emptied the leakage. The
valve disk is shaped so as to control the pressure that is to
operate the ejector, and is made with a diameter of valve
Opening exactly proportionate to the length or purchase of
operating levers and the surface area of the float. This
arrangement allows the device to operate automatically
throughout a variable range of pressure, without the use of
weights or toggles that require adjustment to different pres-
sures.

The device is manufactured by the Penberthy Injector
Company, of Detroit, Mich.

Watertown Automatic Safety Water Gage

The Watertown automatic safety water gage, which is
manufactured by the Watertown Specialty Company, Water-
town, N. Y., is a device which it is claimed is absolutely
automatic in its action in affording a positive protection from
injury due to flying glass and scalding by steam and water
when a water gage is broken. Between the shut-off valves
and steam and water passages is a chamber containing a hard,
accurately ground, bronze, non-corrosive ball, which, together
with its seat, constitutes the automatic feature of the safety

386 INTERNATIONAL MARINE ENGINEERING

device. When in operation the pressure on either side of the
ball chamber is equal, so that there is no force tending to
hold the ball to its seat. It then falls away from the seat
and lies at the bottom of the chamber, leaving the steam and
water passages to the glass entirely free.

Should the glass be broken the pressure outside the valves
is released and both valves are immediately raised to their
seats by the internal pressure, so that the rush of steam and
water through the broken glass is positively checked. After
the glass is replaced and the drain cock closed, the balls will
automatically release and open the gage, as the ball seat
is provided with a small grove or by-pass, which allows a
slight leakage of steam and water to pass it, so that the pres-

sure on both sides of the ball is soo equalized, and they then
fall from their seats, leaving the gage in its regular operating
condition.

It is claimed that the ball valves cannot stick and partially
close the passage, as the ball is held above the bottom of the
chamber and against the valve seat by the boiler pressure,
and as soon as this pressure is equalized on both sides the ball
is forced by the action of gravity away from the seat, which
it cannot reach again execpt by being raised by a strong
pressure of steam.

Being simple in construction, it is a very easy matter to
keep the gage in repair, and aside from occasionally cleaning
the gage requires no attention.

The Vigilant Marine Feed=Water Regulator

The Vigilant Feed Water Regulator, manufactured by the
Chaplin-Fulton Manufacturing Company, Pittsburg, Pa., is
an apparatus designed to regulate the water level in boilers of
every description. By its action it is claimed that the water
level is held constantly at one point with less than 1%4 inch
variation, introducing the feed-water in exactly the same
quantity as the steam is evaporated. It is of simple construc-
tion, so that it cannot easily get out of order, and any one
who is competent to operate a boiler can easily understand its
operation. The manufacturers claim that it will furnish dry
steam to the engines on account of the regulation of the feed
pumps, in accordance with the load on the boilers. Also, that
it increases the efficiency of the heaters and economizers,
maintaining a uniform temperature in the boilers, thus pre-
venting excessive strains from contraction and expansion, and
resultant leakage or the burning of fusible plugs. There
are no floats or concealed parts to obscure steam passages
in the apparatus, but the whole device stands in plain view
and can be examined at any time without disturbing the
boiler. Should any accident occur to the regulator the change
to hand regulation can be accomplished in less than a minute.

SEPTEMBER, IQI2

The apparatus consists of three essential parts. The first
is a special combination union angle valve, which must be
inserted in the boiler at the point where it is desired to main-
tain the water level. The opening in the end of the threaded
nipple, having a Y%-inch pipe, is half-round, with the top
horizontal, and it is the alternate submersion and uncovering

of this opening that causes the machine to operate. The
second part of the apparatus is a hooded chamber, in which,
and to which, is attached the operating mechanism of the
regulator. Inside the chamber is suspended a displacement,
hung from the end of a lever, which engages with a horizontal
shaft. To the protruding end of the shaft is keyed an ex-
terior lever carrying an adjustable cast iron counterweight.
This counterweight is of such size that it weighs less than
the displacement but more than the displacement when the
latter is submerged. The controlling valve is the third part
of the regulator, and is placed in the feed line of the boiler,
usually in a by-pass, so that it can be cut out at will. In con-
struction it is similar to a check valve.

When the water level in.the column is below the opening
of the special nipple, the difference in pressure on the valves
of the apparatus, as controlled by the weights and steam
pressure, will open the controlling valve and admit water to
the boiler. When the boiler fills up to the opening of the
special nipple, the stem will be sealed by the rising water, the
controlling valve closed and the feed-water shut off. No
more water can enter the boiler until the water falls to the
opening of the special nipple. When steam is admitted to
the top of the chamber the water in it falls to the old level,
all the operations are reversed, and the controlling valve
opens again. The operations are repeated as the water gets
above or below the desired point.

Piston Rod for a 5,000 Horsepower Gas Engine, Type ‘‘A,’’
Chrome Vanadium Steel, Heat Treated

A hollow-bore piston rod of special material was recently
made by the Erie Forge Company, Erie, Pa., for a 5,000-
horsepower gas engine. This rod was made of type “A”
chrome vanadium steel, heat treated, and the results obtained
are shown in the following table, where they are compared
with the results required in the specifications:
Results Required Results Obtained

Ganbontieermeatisetiecaceciciiiticeirnties .30-.85 percent .30 percent
Chromium 1.00 percent 1.12 percent
Manganese .46-.60 percent 59 percent
Siliconuereeeee -12-.16 percent -113 percent
Vanadium 18 percent .21 percent
Sulphtnessceececen encore che -025 percent -021 percent
IDNA NUOSAES ocococ0s00000000000000000 -020 percent .012 percent
AGAGNO GEAR. coocooud0c0d00000000 110,000-130,000 Ibs. 137,500 Ibs.

IDEAS IbGTKE oocccocso0g000000000000 85,000-110,000 Ibs. © 108,000 Ibs.

Elongation in 2 inches. Son 15-25 percent 18 percent

Reductionmotsancaserererericmeccte 40-50 percent 46.3 percent

SEPTEMBER; 1912

Technical Publications

A bibliography of all books in the English language on
engineering and metallurgy published during the five years
1907-11. is announced for publication by Messrs. Grafton &
Company, of 69 Great Russell street, Bloomsbury, W. C. The
work has been compiled by Mr. R. A. Peddie, the librarian of
the Technical Library of the St. Bride Foundation, and is
arranged in alphabetical order of subjects. It will be as
useful in America as in England, as both English and Ameri-
can publishers and prices are given. The book will be issued

at $2.00 (7/6) net.

The Shipbuilder Press, Newcastle-on-Tyne, have just
issued the first of their special annual international numbers
(2s. 4d., post free, or 4s. 6d. in cloth), which takes the form
of a world’s survey of the scientific and technical progress in
naval architecture and marine engineering during the past
year. This is the first attempt to embody in one volume con-
cise and comprehensive data regarding the latest practice and
the results of research, investigations and experiments in
every country where shipbuilding is carried on. The work
contains a resumé of all the papers—nearly eighty in number
—of interest to shipbuilders and marine engineers communi-
cated to the scientific institutions of Great Britain, Germany,
France, Italy, the United States, Japan, etc. The various ab-
stracts have been so classified and edited as to afford the
most convenient reference, no matter from what country
received, while an elaborate index greatly enhances the value
of the book. Printed in high-class style on art paper, and
containing 200 pages and nearly 250 diagrams, the interna-
tional number of The Shipbuilder should prove of great value
to all who are concerned with the technical phases of the
shipbuilding and marine engineering industry, and particu-
larly to those British readers who are unable to study in the
original the papers presented to the German, French, Italian
and Japanese societies, which, as contributions to the litera-
ture of the industry, are yearly becoming more yaluable.

Diesel Engines for Land and Marine Work. By A. P.
Chalkley. Size, 514 by 8% inches. Pages, 226. Illustra-
tions, 80. London, 1912: Constable & Company, Ltd.
Price, 8/6 net.

This is practically the first book which has been devoted
entirely to the subject of Diesel engines. The remarkable
development of the Diesel motor in the past two years,
however, makes it a very welcome addition to current engi-
neering literature. The general principles of the Diesel
engine have been stated briefly in almost every text-book on
thermodynamics and heat engines in recent years, but very
little information has been available regarding the mechanical
features of the Diesel engine; in fact, these have changed so
rapidly and have been developed in so many different ways
for different purposes, both on shore and afloat, that a com-
prehensive description of modern Diesel engines could be
made only by the compilation of a vast amount of data from
many sources. In the present volume, however, this work
has been thoroughly done, and there is hardly any successful
type of Diesel engine which is not fully described in the
book. The first few chapters take up the general theory of
heat engines with special reference to Diesel engines and the
action and working of the Diesel engine. Following this the
reader’s attention is turned to the actual construction, in-
stallation and running of Diesel engines, and also some data
from tests of Diesel engines are given. The final chapters
discuss the marine Diesel engine, and are profusely illus-
trated with photographs and line drawings of the principal
marine installations. A very attractive future for this type
of engine is suggested, and with the optimistic introduction,
written by Rudolf Diesel, the inventor of the engine, the
reader will be induced to make a careful study of the con-
tents of the book.

INTERNATIONAL MARINE ENGINEERING

387

Efficiency as a Basis for Operation and Wages. Third
Edition. By Harrington Emerson. Size, 5 by 7% inches.
Pages, 254. New York, 1912: The Engineering Maga-
gine, Price, $2.00.

The fundamental principles of Mr. Emerson’s interpreta-
tion of efficiency, as applied to industrial affairs, have been
before the public for several years, but before the third
edition of his work on this subject was published he made
a thorough revision of the text, elucidating points upon which
experience had shown added emphasis must be laid, adding
sections to cover the development of thought and practice
since the first draft was written, and establishing points of
connection between this volume and the one shortly to fol-
low on “The Twelve Principles of Efficiency.” ‘The principal
changes will be found in the chapters on “Line and Staff
Organization in Industrial Concerns,” “Standards” and “The
Modern Theory of Cost Accounting.” ;

Heat and Thermodynamics. By F. H. Hartmann. Size,
6 by g inches. Pages, 346. Illustrations, 72. New York,

McGraw-Hill Book Company.

Most books on thermodynamics, and there are many, are
written by teachers to meet the needs of the particular class
of students under their tutelage. For this reason the subject
has been treated in a variety of ways, each of which detracts
in no way from the value of the others, but which adds rather
to the sum total of available information on the subject. In
this case the author distinctly points out in the preface of
the book that he had no expectation that his treatise would
supersede the admirable standard works on this subject, but
that it should serve rather as a proper preparation for the
reading of such works. It differs from the others, how-
ever, in that the first part of the book is given over to a com-
prehensive discussion of the fundamental principles of heat
measurements, information without which the student cannot
make much headway in the study of thermodynamics, and
which cannot be obtained easily from lengthy text books on
physics or heat. With such a helpful start as can be gained
from the study of this valuable part of the book many of the
difficulties of the student have been overcome and the subject
of thermodynamics can be approached much more readily.

IQIL: Price, $3.00 net.

The New Navy of ‘the United States. By N. L. Stebbins.
Size, 9 by 7 inches. Pages, 160. Illustrations, over 200.
New York, 1912: Outing Publishing Company. Price
—cloth bound, $1.50; morocco binding, $2.00.

This book is really a collection of pictures of what is called
by the author “Our New Navy.’ ‘The pictures are supple-
mented by sufficient descriptive matter to give the reader a
good idea of the main details of the vessels illustrated. Most
of the pictures are reproductions of photographs made by the
author himself, many being the official photographs made at
the trials of the ships. The excellent work of the author as
a marine photographer is well known to readers of INTERNA-
TIONAL MARINE ENGINEERING from the numerous examples of
his work which have appeared in this journal during the last
decade. In this book, however, the photographs are repro-
duced on a larger scale on a fine quality of paper, which adds
much to their pictorial value. It has been impossible to pro-
cure photographs of all the vessels of the navy, and so the
aim has been to show representative types. The data accom-
panying the pictures have been compiled from official publica-
tions and carefully revised and corrected by competent
authorities, so that the author’s hope that the volume will
prove not only of interest to the general public but also as a
reliable book of reference by those immediately interested in
naval affairs seems well justified. A patriotic introduction is
contributed by Admiral George Dewey, admiral of the United
States navy, and an interesting article describing the scope of
the Revenue Cutter Service is contributed by Capt. Preston
H. Uberroth, R. C. S.

388
Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
Dae:

1,022,432. MECHANISM FOR PREPARING: BOATS FOR
LAUNCHING. JOHN McGOLDRICK, OF BALTIMORE, MD.

Claim 1.—In a boat-releasing device, the combination with a boat and
its cover, and chocks for the boat, of means for securing the boat and
cover together, gripes for holding the boat upon the chocks and con-
trolling the position of the said chocks and means for simultaneously
releasing the boat from the cover and from the gripes whereby the
chocks aré also released. Seven claims.

1,022,486. HEATER FOR AUTOMOBILE TORPEDOES. FRANK
M. LEAVITT, OF SMITHTOWN, N. Y., ASSIGNOR TO E. W.
BLISS COMPANY, OF BROOKLYN, N. Y., A CORPORATION OF
WEST VIRGINIA.

Claim 1. In a torpedo, a containing vessel divided by a partition into
water and fuel compartments, a source of compressed air, and means
for conducting compressed air under equal pressures into both compart-
ments. Ten claims.

1,022,931. FLOATING DRY-DOCK. ANDREW CC. CUNNING-
HAM, OF WASHINGTON, DISTRICT OF COLUMBIA.

Claim 1.—In a floating dry-dock, a plurality of sections comprising
pairs of parallel upright side walls connected end to end in detachable

relation with each ether, and a plurality of transverse pontoons under-
lying and supporting each pair of side walls, said pontoons being inter
changeable with respect to the several pairs of side walls. Six claims.

1,020,365. SHIP CONSTRUCTION. JOSEPH R. OLDHAM, OF
CLEVELAND, OHIO:

Claim 1.—In a ship or vessel construction, transverse web plates hav-
ing perforations near their outer margins, longitudinal frames or girders,
notched at intervals adapted to be inserted in the perforations of the web
plates, the uncut outer margins of the web plates and bars seated in

7 iz
i | a

the notches of the longitudinal frames, the edges of said frames or
girders, being brought to a position in contact. with the ‘shell or deck
plating, or flush with the edges of the web plates; filling bars inserted
in the perforations abreast of the notches in the longitudinal frames or
girders, transverse angle bars and bracket plates for securing said parts

together. Ten claims.

1,023,907. MECHANICAL AIR DEVICE FOR EXPELLING WaA-
TER OR OTHER LIQUIDS FROM THE HEADS OF TORPEDOES
TO AID IN THE RECOVERY THEREOF AFTER FIRING. KEN-
NETH WHITING AND JAMES B. HOWELL, OF THE UNITED
STATES NAVY.

Claim 1.—In an automobile torpedo provided with a head, the com-
bination of an air flask located in said head and provided with a pas-
sage discharging in said head; a valve controlling said passage; a trig-
ger lever controlling said valve; means controlling said trigger lever to
retain said valve closed; additional means adapted to be actuated by
pressure due to submergence for releasing said first mentioned means;
and a discharge valve in said head adapted to permit water to escape
therefrom. -Six claims.

1,024,664. SUCTION TUBE FOR HYDRAULIC
MACHINES. LOUIS J. BALTZ, OF BUFFALO, N, Y.
Claim 1.—In an apparatus the combination of a suction tube restricted
at one point, a pivoted crusher-jaw wholly confined within said tube and
arranged adjacent said destricted point, and means for oscillating said
crusher-jaw. Seven claims. .

DREDGING-

INTERNATIONAL MARINE ENGINEERING

SEPTEMBER, IQT2

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

28,938. MECHANISM FOR OPENING AND CLOSING WATER-
TIGHT DOORS FOR SHIPS’ BULKHEADS OR THE LIKE.
C. KLOCK, OF SCHAARSTEINWEGSBRUECKE, 2, WELSER-
HAUS, HAMBURG, GERMANY.

Claim.—By this invention the means of suspension are simplified and
springs and other unavoidable mechanism eliminated. The improvements
may be also applied to horizontally sliding doors. This door may be
closed by raising a lever, by turning a spindle, or by manipulating
a rope from any part of the ship. In any case the door is dropped on
raising the lever. If the screw be turned to move the nut downward
the lug presses the nose and throws up the lever, so disengaging the
catch on the door, which can then fall. The nut has a long square-

sleeve extension, which still engages the door and prevents the turning
of the nut at its lower end, and the screw is rotated until the nut
presses the door home. It will be seen that the pin is now to the left
of the lever-arm, so that when the nut descends the latch can engage
the notch of the sleeve, and on turning the screw in the opposite direc-
tion the door is raised until the lever is moved outward by the pro-
jection so that the pin and pawl move into the position shown, in readi-
ness for an emergency.

11,404. DEVICES FOR PREVENTING THE STRANDING OR
COLLISION OF VESSELS. G. BONIFACIO, KRAUS, BERLIN,
AND F. KREIGBAUM, DUSSELDORF.

Claim.—By this invention a pilotboat is driven and steered electri-
cally from the ship and provided with contact devices which, upon
striking an obstacle, electrically. transmits signals to the ship. ~ An
auxiliary device indicates any deviation of the boat from the course and
preferably steers it. The pilotboat has a bent lever and a grapnel sus- |
pended from it, which serve to catch submerged objects, such as ropes
of other vessels having like safety devices, and by closing a circuit
they operate signaling, stopping or reversing devices. The boat also
has a sounding device suspended from a drag-rope and having feelers
which, upon striking the bottom, close a circuit to operate the signal-
ing, etc., device. This sounder is enclosed by an elastic cover to pre-
vent intrusion of sand, mud, etc. The sides of the boat also have
feelers with flaps which protect them and allow them to be actuated
without directly touching an obstacle. The motion of two steering
electro-motors is transmitted to the rudder by gears engaging a com-
nion toothed segment connected by ropes with the rudder, each motor
moving the rudder in one direction only. The rope connecting the
pilotboat with the vessel is supported on the latter by levers which,
upon the deflection of the rope in either direction, by closing electric
circuits, give indications of the altered course or operate the steering
device of the pilotboat. The rope connecting the pilotboat with the
vessel, and containing the leads, is constructed so that it will float.
LAUNCHING OF LIFEBUOYS.

11,820. J. P. KIERAN, LIVER-

POOL.

Claim.—By this invention the buoy is carried in a cage fastened to
the deck rails and rests on the hinged bottom of it so that when the
fastening is withdrawn by means of a cord the bottom swings down-
ward and allows the buoy to fall into the water. Counter-weighted flags
are attached, also a flare ignited by the automatic breaking of the seal,
and these indicate the position of the buoy when afloat.

3,615. BALANCING THE THRUST OF PROPELLER AND LIKE
SHAFTS. W. KNEEN, LONDON.

Balancing the thrust is effected by means of rollers mounted on bell-
crank levers and running on a thrust-collar clamped to the propeller
shaft. The cranked levers are pivoted to the ship at their middle and
their extremities, farthest from the rollers, bear against helical springs
which allow the rollers to yield to excess pressure. Ball-bearings may
be used instead of rollers.

15,788. PILES, PIERS, WHARVES AND LIKE STRUCTURES.
R. THOMSON, GLASGOW.

The invention relates to a pile or the like of reinforced concrete sunk
by driving with or without water jets. Being set in positions, the base
is fllediin with concrete to form a solid mass that will efficiently support
the load.

~ S
-City of Detroit II]; World’s Large t-Side,

The latest addition to the magnificent fleet of the Detroit &
Cleveland Navigation Company is the City of Detroit III, a
vessel which is not only the largest side-wheel steamer in
the world but also the most superbly finished craft of this
type. The ship was built at the Wyandotte yards of the
Detroit Shipbuilding Company according to designs from Mr.
Frank E. Kirby, who also supervised its construction. The
vessel was launched Oct. 7, 1911, and her trial runs were made

FIG. 1.—SIDE-WHEEL LAKE STEAMER CITY OF DETROIT III

early in June of this year. The principal dimensions of the
ship are:

IL@MRilN OVP Alleccoccoccssaoccov000 470 feet.
vengthmonpkeels. yan acreeecin ec: 455 feet.
Beam, moll. ogccocaccocgccca000c 55 feet 4 inches.
BERTI, OWOR LEWIS. 5000000000000 000 96 feet 6 inches.
Depthwatmstem:: sess aes 22 feet.
Depthwaterstenns -eee ee eeooeneerioes 29 feet 3 inches.
IDEN BME SABIE. oo 500000 0500000006 21 feet 3 inches.

The hull is built of steel with a double bottom, and is
divided into eleven compartments by watertight transverse
bulkheads extending from the keel to the main deck. The
double bottom is divided at the center line and athwartships
into fifteen watertight tanks. There are two decks below the
main deck and three above. The main deck and housings on
the main deck and orlop deck are also of steel. A steel super-
structure is carried to the main deck, though the ceiling of the
saloon deck is sheathed with galvanized iron, practically
making her entire housing up to the saloon deck fireproof. A
steadying tank of roo tons capacity is provided amidships to
check rolling in a heavy sea.

Z
heel Steamer

Proves G MACHINERY

The main engine is of the inclined three-cylinder, compound,
jet condensing type, having one high-pressure and two low-
pressure cylinders. The estimated indicated horsepower is
8,000 at 30 revolutions per minute. The high-pressure cylin-
der is 62 inches in diameter, weighs 47,200 pounds, and is
placed between the two low-pressure cylinders, which are 92
inches in diameter, all having a piston stroke of 102 inches.

None of the cylinders is steam jacketed, but together with the
two large tank receivers they are well insulated.

The high-pressure cylinder is fitted with poppet valves and
Seckles cut-off gear, while the low-pressure cylinders have
Corliss valves and gear. All the valves are operated by ordi-
nary double-bar Stephenson link motion, and the cut-off in
each cylinder has a range of from one-fourth to three-fourths
of the stroke, adjustable from the starting platform.

The pistons are of cast steel, conical, and of single thickness,
and are fitted with cast iron spring and junk rings. The
piston rods, crossheads, connecting rods, guide struts and
crankshaft are all of the highest quality of steel forgings sup-
plied by the Midvale Steel Company.

The crankshaft is 25 inches in diameter in the engine bear-
ings, and 27!%4 inches in diameter at the outer bearings and
7114 feet long from end to end, and weighs 103% tons. It is
made in three sections, connected by flanged couplings, which
are recessed into the hubs of the crank arms. The crank
arms are sunk into the pins, thus making the crankshaft per-
fectly rigid from end to end and avoiding all the trouble inci-
dental to loose pins, wedges, etc. ~The crank shafting and
pins are hollow throughout.

390 INTERNATIONAL MARINE ENGINEERING OctoBEr, 1912

Forward

Inclination of Engine 34 per Foot

ee [
[ [ee No.107 No.109
No.103 x cee 21 Exhaust from
A. H. P. Cylinder

ONS

Jas

FIG, 2.—COMPOUND INCLINED ENGINE OF CITY OF DETROIT III

The connecting rods are 20 feet center to center and 13%
inches diameter at the center of their length. The crank pin
end is fitted with round brasses lined with white metal, the
caps being forged steel worked out of the main forgings. The
crosshead end is forked and fitted with flat-bottomed brasses
and wrought steel caps and bolts. Each connecting rod weighs
approximately 10 tons. The piston rods are 12 inches in

FIG. 4.—HIGH AND LOW PRESSURE CYLINDERS

diameter, and the crosshead slippers are steel castings faced
with white metal.

The main bearing pedestals, six in number, are massive
steel castings rigidly bolted to the foundations, which are part
of the ship structure, and braced together to insure stiffness
when the engine is working. The caps are steel castings, box
sections, the bearings being circular shells lined with white

FIG. 38.—ENGINE ON ERECTION FLOOR OF BUILDER’S WORKS

INTERNATIONAL MARINE ENGINEERING

OcToBER, 1912

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394

metal. The guide struts are connected to the main bearing
castings by a T-end, through which the main bearing bolts
are extended and to the cylinder by round flanges and bolts.
Midway in their length they are supported by vertical col-
umns carried from the ship’s floors.

Each cylinder is cast complete with its valve chests, thus
avoiding all unnecessary and oftentimes troublesome joints.

BY DETROM PUB. CO,

FIG. 7.—GOTHIC ROOM WITH FIRE PLACE (COPYRIGHT, DETROIT PUB. CO.)

The front heads are also cast with the cylinders, and are
strongly ribbed to distribute the strain from the guide struts.
The finished low-pressure cylinders weigh approximately 2734
tons each, and are excellent specimens of the founder’s art.

The main air pumps, two in number. are of the vertical,
single-acting plunger and bucket type, driven through heavy
forged steel bell crank levers from the low-pressure cross-
heads. Each air pump cross-head also carries the plunger of
a single-acting vertical feed and bilge pump.

The condensers are built up of riveted plate, and each low-
pressure cylinder connects with its own condenser through a
24-inch exhaust pipe. The reversing of the engines is accom-
plished hy means of a direct-acting steam gear, but a powerful

INTERNATIONAL MARINE ENGINEERING

OcToBER, 1912

anced type, operated by a simple lever, and is fitted with an
8-inch “by-pass” or maneuvering valve, which is sufficiently
large to operate the engine up to half speed.

The lubricating system is elaborate and complete, as are
the appliances to assist in the overhauling or lifting of the
engine parts.

The paddle-wheels are unusually strong and heavy, and are

FIG. 9.—MAIN STAIRWAY

designed to successfully meet the severe ice conditions met
with in the early part of the season. The centers are of cast
steel and the arms of forged iron, with the large gudgeon
bosses forged on and bushed with lignum vite. The wheels
are 30 feet 3 inches outside diameter, each fitted with eleven
curved steel buckets, 14 feet 6 inches long by 5 feet wide, and
on the outer ends are supported by a 14-ton steel truss. The
radius rods are of steel fitted with brass bushings. The out-
board bearings are heavy steel castings lined with white metal,
and are adjustable in vertical and fore and aft directions.

BorLers
Steam at 160 pounds per square inch pressure is supplied by

FIG. 8.—DINING ROOM ON MAIN DECK

hand-operated worm reversing gear is fitted for emergency
use.

The handling gear levers are all conveniently grouped in a
quadrant on the working platform above the cylinders, and,
massive though the moving parts are, the reversing, etc., is
accomplished with great ease and facility. The main throttle
valve, 17 inches in diameter, is of the Schuette-Korting bal-

FIG. 10,—PALM COURT WITH FOUNTAIN

six cylindrical return tube boilers of the following dimen-
sions: One single-ended 13 feet 9 inches diameter by 12 feet
long with two 52 inches diameter Morison furnaces; one
double-ended 13 feet 9 inches diameter by 22 feet long with
four 52 inches diameter Morison furnaces; two single-ended
14 feet 8 inches diameter by 12 feet long with three 44 inches
diameter Morison furnaces; two double-ended 14 feet 8 inches

OcrorER, 1012

diameter by 22 feet long with six 44 inches diameter Morison
furnaces, making six 52 inches diameter and 18, 44 inches
diameter furnaces, or 24 in all. The grates are all 5 feet 6
inches long.

The boilers are placed in two batteries of three each, and
are fired in a fore-and-aft direction, the coal being carried
in three athwartship bunkers. The Howden system of heated
air forced draft is fitted, the air being supplied by three
Sirocco fans direct driven by vertical American Blower Com-
pany engines. There are three funnels, with outer casings
fitted up to the level of the top deck and single above.

The ashes are discharged overboard and well clear of the.

ship by means of six double jet ash ejectors, two in each
stokehold. The stokeholds are well ventilated, and ‘are re-
markably cool even when the vessel is steaming at full power.

AUXILIARY MACHINERY

The electrical equipment consists of two 75-kilowatt Kerr
turbine-driven Northern generators, working at 1,800 revolu-

FIG. 11.—GRAND SALOON (COPYRIGHT, DETROIT PUB. CO.)

tions per minute, 110 to 120 volts, and also one 35-kilowatt
machine of the same make working at 3,600 revolutions. The
two 75-kilowatt machines exhaust into a Dean jet condenser,
with 10-inch by 18-inch by 18-inch air pump. There is a Blake
vertical duplex compound ballast pump, 15 inches by 24 inches
by 18 inches, pumping from the water bottom and discharging
overboard or to the trimming tanks at.will. The sanitary
pump is also a Blake duplex compound, 8 inches by 14 inches
by 12 inches, supplying water to the toilet rooms, also cool-
ing water for the main engine. The fresh-water pump
is a Blake duplex, 8 inches by 10 inches by 12 inches, drawing
water for four fresh-water tanks of a combined capacity of
17,000 gallons. The water for drinking purposes is all puri-
fied by an electrical apparatus furnished by the Water Puri-
fying Machine Company, of Buffalo, N. Y. In addition to
the sprinkling pump for fire purposes there is also a Blake
underwriters’ pump, 16 inches by 9 inches by 12 inches, also
an auxiliary feed pump, Blake duplex, 14 inches by 7% inches
by 12 inches.

INTERNATIONAL MARINE ENGINEERING

395

PASSENGER ACCOMMODATIONS

The lobby on the main deck is of the Doric order of archi-
tecture, finished in bold figured selected mahogany inlaid with
marquetry with scagliola columns, having carved capitals with
brass bases. The ceiling panels are in composition relief fin-
ished in gold. The ceiling and wall fixtures are finished in
burnished antique gold, the windows and doors glazed with
plate and opalescent glass and the floor of interlocking rubber
tiling.

The main dining room, aft of the lobby, is of imposing size.

FIG. 12.—LA SALLE WINDOW IN GOTHIC ROOM (COPYRIGHT, DETROIT
PUB. CO.)

It is 90 feet long and 60 feet wide, affording accommodations
for 350 passengers. The broad bay windows on either side
afford a superb outlook over the water as the steamer speeds
on her way. The simple yet harmonious decorations are of
the Colonial style, the walls being wainscoted in old mahogany,
3 feet 6 inches high, with paneling above in old ivory adorned
with exquisite carving in low relief on a golden yellow ground,
The ceiling, which is supported by richly carved pilasters and
columns, is paneled and decorated in harmonious colors. On
the floor is spread a fine Wilton carpet in shades of green and
old gold, while the furniture is executed in solid old ma-
hogany of Colonial design. The 4oo electric lamps are exe-
cuted in old silver of Sheffield finish, and shine on spotless

FIG. 13.—PARLOR WITH PRIVATE VERANDA

table linen, delicate china, beautiful cut glass, and polished
silver, completing a most artistic creation.
In the buffet, directly beneath the dining room, the ceiling,
of groined Romanesque arches, is supported by massive col-
umns, but the chief decorative feature is the wine casks of
German manufacture beautifully carved. The floor is of
Pewabic tile, and all-woodwork is of white oak, including the
furnishings. Other striking features of the room are paneled
hogsheads with iron bands above the settees on either side of
the room, the heads of the hogsheads being decorated with

390

burnt work in colors. The electrical fixtures are in the form
of old hammered brass lanterns.

From the lobby the main stairway leads to the grand saloon
on the promenade deck. It is designed in the Corinthian style;
the main ceiling, with its massive and elaborately carved
frames, with medallions and ornaments, being a masterpiece
of carving and sculpture. Beautiful mural paintings, with the
soft light properly illuminating, adorn the ceiling, and repre-
sent “Diana riding her golden chariot drawn by doves,”
“Nymphs playing in trees,” and other mythological subjects.
Directly above the grand stairway, and leading to the gallery
and upper decks, is a spacious dome, rising to the upper deck
house, which is supported by massive Corinthian columns and
carved capitals. The dome has lunette panels with mural
paintings surrounded by richly carved frames. The color
scheme of the grand saloon is blended in gray ivory, pearl
gray and white, and lightly embelished with Roman gold; the
carpets throughout the main saloon are of the best Wilton,
in shades of green for the promenade deck to harmonize with
the mahogany woodwork and furnishings. On the gallery
deck the carpets are in the shades of old rose in harmony
with the gray tones of the decorations. The carved furniture,
in Roman gold, is in exact keeping with the surroundings.

Aft of the main saloon and on the gallery deck is a sump-
tuous drawing room designed in the Marie Antoinette style.
Here the walls and ceilings are paneled and finished in gray
ivory enamel, with decorations in exquisite carving in low
relief. The color scheme is gray and Cerulean blue, in exact
shade to which the carpets and draperies are in perfect har-
mony. The furniture is carved in Italian walnut with Roman
gold mounts; the upholstering is in velvet with a diminutive
pattern, while the lighting fixtures consist of carved standards
in Roman gold with silk shades.

A unique palm court on the upper deck directly above the
drawing room forms a most pleasant place to linger and chat.
It is finished in pure white with trellis panels and pilasters.
There are beautifully carved flower stands filled with natural
vines and flowers, a charming fountain from which water will
play in a marble basin.
decorated with trellis and natural vines supported by carved
fauns and columns. The lighting is from concealed lamps in
the cornice, and illuminates the bright Mediterranean sky
partly concealed by natural vines.

The Gothic room, on the upper deck, is finished in old
English Gothic, displaying the quiet grandeur of the interior
of an old chapel or of an old European mansion. The wood-
work is of elaborately carved English oak, embellished in
strong colors and gold and finished in antique style. Large
columns, supporting richly carved arches and spandrels, sepa-
Soft upholstered
settees are built into these spaces, and so arranged with chairs
to form convenient groups for parties. In the center of the
room and between the stacks is a nook with a cheerful fire-
place to add to the pervading effect of comfort. At the for-
ward end is a large pipe organ, built in place, which fills
the room with melodious music. At the after end is a beauti-
fully stained glass window, being an allegorical representation
of the early days of Detroit.

A modern ventilating system renews the air supply in all
parts of the ship where such artificial circulation is required.
With this system inside rooms are continually supplied with
washed fresh air, making them as comfortable and desirable
as outside rooms.

There are 600 staterooms, 25 parlors with bath, and 50 semi-
parlors with private toilets. All the staterooms and parlors
are supplied with hot and cold running water and telephones.

In the center of the room is a Pergola

rate and divide this room into cozy recesses.

SaFety APPLIANCES

All of the latest approved types of mechanical equipment for
the safety of the ship have been installed. There is a Marconi

INTERNATIONAL MARINE ENGINEERING

OcroBER, 1912

wireless system which places the vessel in communication
with the shore and other vessels at all times while under way.
Lifeboats and liferafts sufficient for all the passengers have
been provided. A special feature is the installation of an
automatic sprinkling system for protection against fire. There
is an automatic fire alarm, which reaches all parts of the ship.
It consists of-an automatic thermostat which contains a small
hollow copper wire which is connected to a sensitive dia-
phragm or plate, the latter sounding the alarm. The wire is
installed in staterooms and other sections of the boat in such
a manner that it is exposed so that a certain degree of heat
causes it at once to sound the alarm signal. The wire is so
small that it can be placed over moldings and around fancy
scroll work, such as form part of the decorations in the
staterooms and public rooms. The entire boat is divided into
sections, eight staterooms to a section, and when an alarm is
sounded in any part of the ship an indicator or annunciator
shows in just what section of the boat the fire has. started.
The wire is sensitive only to heat, registering 140 degrees F,
or more, a limit, however, which makes it susceptible to the
heat of a burning newspaper if held near it. There are also
fire walls of asbestos and galvanized iron lining, which divide
the ship adequately for fire protection.

TrIAL TRIP

The owner's trial trip of the City of Detroit III. took place
on June 8. A run was made from Southeast Shoal to Long
Point in Lake Erie, a distance of 133% miles. The time for
the run was 6 hours 20 minutes, making an average speed of
21.05 miles per hour. The average horsepower developed was
7,606. No data were taken as to maximum speed, but:during
the trip one of the safety valves blew off at 140 pounds, and
it is considered that the vessel is capable of a considerably
better speed than 21 miles an hour when operated under a
full head of steam. On the return trip from Long Point to
Southeast Shoal the steered with the» Akers
auxiliary steam steering gear, the shift from the regular
gear being made in four seconds.

vessel was

Swan, Hunter & Wigham Richardsons, Ltd., of Wallsend-
on-Tyne, has under construction for the Montreal Transpor-
tation Company for service on the Canadian canals and lakes
a Diesel-engined ship haying a deadweight carrying capacity
of 2,400 gross tons on a draft of 14 feet, which will be
equipped with electrical transmission. There are two sets of
Diesel engines of 300 horsepower each, running at 400 revolu-
tions per minute. Each engine is direct connected to an alter-
nating-current generator, which supplies current for a com-
pound-wound squirrel-cage induction motor coupled to the
propeller shaft, which will turn the propeller at 80 revolutions
per minute. This machinery arrangement is according to
designs by H. A. Mavor, of Mavor & Coulson, Ltd., Glasgow.

The Diesel-engined Standard Oil barge No. 62, described
in our March issue, recently made a trip of about 175 miles
from New York to Providence, R. I., in a little over eleven
hours. The barge was heavily loaded, but the amount of fuel
oil consumed was only about 300 gallons, the price per gallon
at that time being 4 cents (2d.). After discharging cargo
in Providence the barge left in light condition for New York.
The run on the return trip was under bad weather conditions,
causing the propeller to be lifted out of the water fre-
quently. Under such conditions, however, it was reported that
the governing device worked very satisfactorily, and at no
time did the propeller make more than 350 revolutions per
minute.

OcroBER, 1912

INTERNATIONAL MARINE ENGINEERING

397

United States Battleships Wyoming and Arkansas

| Nj | \ ae

Battleships Nos. 32 and 33, the Wyoming and Arkansas,
are the two sister ships authorized by an act of Congress
approved March 3, 1909. They are four-screw Parsons tur-
bine vessels, designed for a speed of 20.5 knots, at 26,000 tons
displacement and with the main engines developing 28,coo
shaft-horsepower. The former was built by the William
Cramp & Sons Ship & Engine Building Company, of Phila-
delphia, Pa. and the later by the New York Shipbuilding
Company, of Camden, N. J. The contracts were signed Oct.
14 and Sept. 25, 1909, respectively, the prices being $4,450,coo
(£914,000) and $4,675,000 (£960,000).

FIG. 1.—BATTLESHIP WYOMING ON FULL SPEED TRIAL

PrincipaL Hutt DIMENSIONS

Length on L. W. L., feet and inches 0

Weng thpoverallesteetrandginchesee eee erent 0
Breadth, extreme, at L. W. L., feet and inches............. 93 2%
IDrattitomlem\Venleeteetsan deincheswaerernrneinmciiericiiatierticl 28 6
IDEAS NE CORRES OORT, ONSo.6 0000000 000000000 00000000 26,000
Rationotel ene thmtombcamen eee eer Crnerineriiiciiiicin: 5.943

Brinces, Decks, Etc.

‘Masts—There are two masts of the cage type, located on
the center line of the vessel, one forward and the other aft of
the smokestacks. The masts are equipped with searchlight
platforms, wireless telegraphy outfit, signal yards, etc.

Bridges—There are two bridges—a flying bridge and
bridge—the steering platform being at the elevation of the
former.
~ Decks—TVhe vessel has eight decks, as follows: (1) Bridge
deck, on which is located the chart house. (2) Superstructure
deck, containing the captain’s, executive officer's and naviga-
tor’s quarters. (3) Main deck, which is exclusively a weather
deck except for the deck houses amidships, in which are
located the galleys, blacksmith shop and foundry, and_ the
admiral’s and staff officers’ quarters in the deck house for-
ward; the main battery is also on this deck. (4) Gun deck,
where are located the 5-inch battery, wardroom quarters for-
ward, warrant officers’ quarters, petty officers’ and crew’s
quarters, sick bay, laundry and offices aft. (5) Half-deck,

HENDERSON

B. GREGORY

extending from stem to turret No. 3, on which are the junior
officers’ quarters. (6) Berth or protective deck, containing
storerooms forward, coal bunkers amidships, crew’s space,
refrigerating plant and workshop aft. (7) Upper platform

equipped with storerooms, chain lockers, windlass machinery,
magazines, handling rooms, central station, coal bunkers, etc.
(8) Lower platforms, where are located stores, torpedo room,
magazines, handling rooms, dynamo rooms,
and coal bunkers. ;

Hold—In the hold are trimming tanks forward and aft,
stores, engine and boiler rooms and coal bunkers.

steering gear

(PHOTOGRAPH BY N. L, STEBBINS)

H
&

Double Bottoms—The usual double bottom compartments
are provided. Those under the forward fire-rooms are fitted
for reserve feed tanks and those amidships, between the engine
and fire-room space, are provided for fuel oil,

BattTERY

The main battery of twelve 12-inch guns is located on the
main deck. The guns are arranged in pairs in six turrets on
the center line of the vessel. Turrets Nos. 1 and 2 can train
on either broadside and dead ahead, the latter being elevated
so as to fire ahead over the top of the former. The other
turrets are grouped in pairs aft, Nos. 3 and 4 being just for-
ward of and Nos: 5 and 6 abaft the engine hatches. In each
case the forward turret is elevated, permitting direct astern
fire for turret No. 5 over the top of No. 6, and allowing No. 3
turret to train on either broadside and well aft.

A secondary battery of twenty-one 5-inch rapid-fire guns for
torpedo defense is also provided, together with the following
smaller guns:

Four 3-pounder saluting guns.

Two 1-pounder guns for boats.

Two 0.30-inch machine guns.

Two 3-inch field pieces.

There are also two 21-inch submarine torpedo tubes.

398

Boats CARRIED

The following boats are carried on the main deck and in
skid deck beams at the superstructure. deck level:

Two 50-foot steam cutters.

One 40-foot steam cutter.

One 4o-foot gasoline (petrol) motor barge for the admiral.

Two 4o-foot motor sailing launches.

Two 36-foot sailing launches.

One 31-foot racing cutter.

Two 30-foot cutters.

Two 30-foot whale boats.

Two 24-foot dinghies.

Two 14-foot punts.

Two electrically-operated boat cranes are provided for
handling all boats except the whale boats, which are hung

FIG. 2.—ARKANSAS IN DRYDOCK PREVIOUS TO TRIAL

TRIP
SHIPBUILDING CO.)

(PHOTOGRAPH BY N. Y.
in davits aft on the port and starboard sides. Each crane is
provided with two electric motors—one for turning and the
other for hoisting. On the top of each crane is a platform
for searchlights.

STEERING ENGINE AND GEAR

The steering engine is located on the lower platform in a
compartment just abaft of the engine rooms,
from the starboard engine room.

The steering engine shaft is led aft to the tiller room, where
is located the main steering gear, consisting of a right and
left-hand screw, on which are two driving nuts direct con-
nected. by side rods to the crossheads on the rudder stock.
The screw is operated through gearing by either the steering
engine or the emergency hand steering gear, either of which
may be disconnected when not in use.

access being

ENGINE DaTA

Arkansas. Wyoming.

ANY do00000g0d 0000000000000 Hyde Windlass Co., Williamson Bros.,
inclined engine. vertical engine.
Cylinders, number............ 2 2
Diameter, inches ........ 18 21

Stroke, inches'........... 14 16

INTERNATIONAL MARINE ENGINEERING

OcTOBER, I9I2

ANCHOR WINDLASS

This engine is located on the upper platform forward. It
has. two! ¥ertiéal shafts driven by worm gearing direct“from a
worm on the engine crankshaft. Each vertical shaft has at
its upper end, at the main deck, a wildcat that are arranged
to operate together or independently of each other.

EnGIneE Data

Arkansas. Wyoming.
Tiy pe ertoversiciciep rraeirerereberrciere tere Hyde Windlass Co., Williamson Bros.,
horizontal engine. horizontal engine.
Cylinders, number............ 2 2
Diameter, inches ......... 17 16
Strokesinchesmererien eer 14 16

CoALING ENGINES AND GEAR

This outfit consists of two engines located on the gun-deck
amidships. Each engine, through miter gears, drives an
athwartship shaft, which in turn drives port and starboard
fore. and aft shafts, to which are geared five winch heads
each, that can be thrown in or out of gear at will. The
athwartship shafts are cross-connected so that either engine
can operate all winch heads if necessary.

EncInE Data

Arkansas. Wyoming.
Ry Pesan en tyasiia vayto toe entrees Hyde Windlass Co., Williamson Bros.,
_ vertical engine. vertical engine.
Cylinders; number: ........-- 2 2
Diameter, inches ......... 12 9
Strokesunchesieeerineenne 10 9

MISCELLANEOUS MACHINERY

The usual complete equipment of motor-driven deck
winches, laundry and culinary machinery, flushing and fresh
water pumps, ammunition hoists and conveyors, turret hoists,
rammers, training and elevating gear, torpedo air compres-
sors and fire-room elevators are provided.

Fire Main—A complete fire main system is led throughout
the vessel, with fire plugs at convenient locations on the
various decks. The main is supplied by seven fire pumps
located in the engine and fire-rooms. The two distiller circu-
lating pumps can also be used as fire pumps in emergencies.

Sanitary System—The main sanitary system is supplied by
the engine and fire-room fire and bilge pumps. It connects tv
all officers’ lavatories, petty officers’ and firemen’s wash rooms,
galleys, ash chutes, sick bay, baths, laundry, etc.

Aft there is an independent system for the crew’s water
closet and wash room on the gun-deck aft, which is supplicd
by two electrically-driven centrifugal pumps. Both systems
have by-pass connections from the fire main for cmergency
use.

Fresh Water System—The fresh water system leads to all
pantries, lavatories, galleys, laundry, etc.
plied by gravity tanks,

It. is normaily sup-
two electrically-driven pumps being

‘provided for filling these tanks from the main ship’s tanks.

The pumps can also be used for supplying the system should
any or all the gravity tanks be out of commission.

Drainage System—The main drain is 15% inches in diam-
eter throughout its length. It extends from the after bulk-
head of the forward fire-room in a single pipe along the star-
board outboard side to the forward bulkhead of the starboard
engine room, at which point it joins the engine room sections,
which are cross-connected and lead to the main circulating
pumps.

In each engine room there is a 5!4-inch secondary drain
connected to the fire and bilge pumps. It has branches to the
bilge wells, main drain, shaft alleys and compartments aft, in-
cluding trimming tanks and double bottoms.

A 5%-inch secondary drain independent of the former
extends through the fire-rooms. It is connected to the ‘re
and bilge pumps and has branches to the bilge wells, double
bottoms, compartments forward and the forward trimming
tanks.

In addition to the former there is a 5-inch independent

‘.

OctovER, 1912.

drain in each fire-room direct connected to the fire and bilge
pump in same compartment.

V entilation—Artificial ventilation is provided for all quar-
ters, living spaces and compartments requiring same. The
air is supplied on the plenum system, except for the toilet
spaces, where the exhaust system is used. The system com-
prises motor-driven fans located at convenient points through-
out the vessel, from which the air ducts radiate to the various
spaces to be ventilated.

Heating System—The staterooms, quarters and crew’s spaces
are heated by the ventilating system, steam coil thermo-tanks
being introduced in the air ducts for heating the air supplied
these spaces. The thermo-tanks can be by-passed when de-
sired.

All other parts of the vessel to be heated are provided with
the usual pipe-coil radiators.

Main ENGINES

The propelling machinery consists of Parsons turbines, de-
signed to run at 330 revolutions per minute when developing
28,000 shaft-horsepower. They are arranged on four lines of
shafting, as shown in sketch, Fig. 3.

The arrangement provides six ahead and four astern tur-

INTERNATIONAL MARINE ENGINEERING

399

and expanded successively through the I. P. C. turbine,
medium high-pressure turbines and the low-pressure ahead
turbines, exhausting into-the condensers; the astern turbines
revolving idly in a vacuum.

For astern motion all four astern turbines are used. The
outboard shafts are driven by the high-pressure astern tur-
bines and the inboard shafts by the low-pressure astern
turbines, steam being admitted to the former and expanded
through the latter into the condensers. Under this con-
dition all the ahead turbines revolve idly in a vacuum.

Non-return valves are fitted in the receiver pipes between
the H. P. C. and I. P. C. turbines, and between the I. P. C.
and medium high-pressure turbines, as shown in Fig. 3, to
prevent back flow of steam when changing from the low to
high-speed cruising combination, or from high cruising to full-
speed conditions.

The turbines are controlled at the working platforms at
forward end of engine rooms, where the regulating valves for
admitting steam to the different turbines are located.

Turbines—Each turbine is composed of two essential parts;
first, the fixed part or cylinder, and, second, the moving part
or rotor. In the cylinder are mounted the guide blades and
on the rotor the moving blades. The cylinders are of hard,

DESCRIPTION OF PART

,-No.4 Shaft

a ree

PORT ENGINE ROOM

L.P. & Astern

C.L. Bulkhead

saa

Exhaust Trunk
1

STARB’D ENGINE ROOM

NNo.1 Shaft

Main H.P
Turbine

Cruising
Turbine

Cruising

“Turbine

14’Main Steam from. Boilers

14"Engine Stop and Goyernor Valve

| 14" Regutating Valve, M.H.P. Turbine
H.P, Ast. +
H.P.C.

LS P.C.

os HYP. Ast. «¢
« HP.C.
1046" «4 T.P.C.
* Steam from H.P.C. to I.P.C
« I.P.C. to M.H.P.

* Non-Return Valve
* Cut-Out Valve

+ Steam from _M.H.P. to L.P. Ahead
29" ++ 6 HP. Ast. to L.P. Ast

I.P

8'Main Cross-Connection
8'Stop Valve
73¢" Auxiliary Steam Connection

* 17" for Arkansd@, 18"for Wyoming
at" “

Lp tas"

+ C DIAGRAM
ARRANGEMENT OF MAIN ENGINES
AND PIPING

FIG. 3.—SKETCH OF MACHINERY ARRANGEMENT ON THE ARKANSAS AND WYOMING

bines, each low-pressure turbine embodying an astern turbine
in the after end of its casing.

For ahead motion the outboard shafts are driven by the
medium high-pressure turbines, and the inboard shafts by
the low-pressure ahead turbines alone, or in combination with
the I. P. C. and H. P. C. turbines, as described in the follow-
ing paragraphs:

Full Speed Ahead—Only four turbines are used for this
purpose, steam being admitted to the medium high-pressure
turbines and expanded through the low-pressure ahead tur-
bines into the condensers. Under this condition the astern
and cruising turbines, revolve idly in a vacuum, which is
maintained through the drain connections.

High Cruising Speeds—Five turbines are used at these
speeds, steam being admitted to the I. P. C. turbine, thence
through the medium high-pressure turbines and the low-
pressure ahead turbines, exhausting into the condensers; the
remaining turbines revolving idly in a vacuum.

Low Cruising Speeds—All six ahead turbines are used for
this combination, steam being admitted to the H. P. C. turbine

close-grained cast iron, divided into two parts at the axis on
a horizontal plane, the lower half being provided with feet
for bolting to the seating. Each rotor is built up of a drum
of forged steel, securely fastened to a cast steel wheel at
each end, that is, shrunk on and keyed to the rotor shaft.

The dummies and rotor shaft glands are steam-packed with
the usual labyrinth packing. A micrometer for measuring the
dummy clearances is provided at the forward end of each
ahead turbine.

Main Bearings—There is a main bearing at each end of
each turbine for supporting the rotor. All bearings consist
of a pedestal bolted to the turbine casing, except those for the
high-pressure astern turbines, which are cast solid with the
casing and fitted with bottom brass and cap.

Thrust Block—Each turbine,’ except the high-pressure
astern, is provided with a thrust block at the forward end,
consisting of a number-of brass rings, in halves, fitted into
corresponding collars on the shaft. The lower half of each
bearing is for taking the ahead and the upper half the astern
thrust.

400

All main bearings, thrust bearings and line-shaft bearings
are fitted wih a closed system of forced lubrication, as de-
scribed later.

Governor—Each line of shafting is provided with a goy-
ernor designed to operate at about 400 revolutions of the main
turbines.

Turning Gear.
of shafting.

A power turning gear is fitted to each line
That for the Arkansas is electric, consisting of a
10-horsepower reversible Diehl motor for each shaft, and for
the WVyoming steam engines are used, each being a double
engine with cylinders 4 inches in diameter by 4 inches stroke.
Provision is also made for turning by hand with a ratchet.
Lifting Gear—An efficient lifting gear is provided for all
turbines. The lifting mechanism is hand operated.

SHAFTING

There are four lines of shafting, a pair port and starboard,
respectively.

The outboard shafts are in two sections each, consisting

INTERNATIONAL MARINE ENGINEERING

OcTOBER, 1912

of one line shaft supported by a spring bearing and a propeller
shaft, extending through the stern tube and supported by the
strut and stern-tube bearings. The inboard shafting is in four
sections each, there being two line shafts supported by three
spring bearings, one stern-tube shaft carried by the stern-
tube bearings, and a propeller shaft supported by one strut
bearing.

All stern-tube and strut bearings are lined with lignum
vite, and the shafts are composition bushed at these bearings.
The shafting within the stern tube is covered with a com-
position casing.

The inboard coupling consists of a sleeve, secured by four
keys and two half collars or segments to the stern tube shaft
and to the coupling disk on the line shaft by fitted bolts.

The outboard coupling is of the split-sleeve type, consisting
of two half sleeves secured to each shaft by two keys, the
half sleeves being secured together by bolts.

Shaft Data—Where differences exist both figures are given,
the letters A and W being used to designate Arkansas or
Wyoming, respectively.

MAIN TURBINE DATA.

Motor drums: ARKANSAS. Wyominc.
Diameter. Length. Diameter. Length.
Mains EUSP aein ches rere tii wettest Ree ee Ere 71 TAY cette Sei aeysinie 2. GEROO ee Ee eee 74 109%
EL PAGruiSin CAIN CHES eye fo. ais sissies ose ohn On Po PI eee 71 (Chy tmn § Cun Gannmamameinc Gane cota nerorc 73 634
MEN cre eNtoN, WNE NCS oe mre Herre ene ocidnld Go modo. do-dclsiepdok 70 GE), ae WDE ori PSEC Se eis ciao eo eer c 72 72k
Ps aheadein Chester er ec «aye, ee See AEE eee PL ESP Me pate ars 07 B78 “Le Saakisnien ¢-2a See ae eee IOL 872
HP vastermenn Ches martes; stare ca eter Hath eee Eon. 71 elope oS co ueBmaeeb conn ooo cdo od llc 71 364
TAP AStermepir CHES eae sc ac 1) PS ery Tee ieee ou 71 Mie p00 0g0GGacGa00d0000000000000 71 444
Number of expansions:
MainvElbandwlenee ahead; 6a Chetaaiaeene rian taster ea iat heen eet CME Say oO EMERG G arama otae he Goat a cde & 6
He Ps Ceandtl Pas each: oc. dco ene cess © Sch errr bo ne Sere: eA ht. EEE On AOS Son bo Aa hao on. a6 3
Tal, 1D, agienn Aincl Il, IP, AAS, GHA. oacccacv0csobns de odo0s5 000000000008 ‘Age PU h Bersttyevairsc 3 SEE COE. Oe eer 4
Turbine casings, diameter, inches, each expansion:
INEM IEE IP.c oo be 8ancs soe odes Buc 13% 744 75% Hes 80 834 764 77% 784 804 83 83
IDR LR uaeeXG lobo oat ce rion ole as ed aloreno LO7s TLLS) 7a 28 128 128 TIIt IrI5t 121k 128 128 = 128
[SED a (Ose Shc pers PRU oe ee ne Manito ars ane oA a5 o16'o 724 72% WRG 1 pa Hie clenmianine nice 415.6 74% 74% 758
i (el San Ober oain cider Geno RENEE ES 8 choc Ge ciea. Kiewc'o 724 734 FAL. ei Weiss: hind 4 Soe OR 742 75% 764
ISG IPAS od cosa po OeMD AM OONS OE OAS GSOHanoasab0 On 138 75 Ch: -- sbovacepnces.c 754 76% 78 80
EARP aS Cerne cee Noe stn soko eure det ee 80 834 834 83h Se heen as ns saree 83 864 864 864
Length of casing for each expansion and diameter noted above:
Main H. PR. Gch eseaaen ane ees 174 17 173/,, 18% 194 24/16 174 17 17°/,, 182 194 20°/16
IL, 12 ahead, INCHES See ser ees wig 1g 1GYig Gee 15% 164 TA Yi, 1093 15/15 154 15% 164
ee Chin Chessy. aaearrs & crvch ace Part Rae ener ers 184 184 PACE IA”. lainaid cent ies Go ee oo 6 184 18} 252
TPS Cerinchesaet.eicomreraciisers iors cioiecne ero aC See ERIC 234 23% Dats 6 Raiiins onicte asthe eae 234 234 24%
EePryastern ein chess pier teste <i okie ys ee et een 9+ 83 8? Oi io Meter on bs. ore ot 8? 8? 9
eibmastermein ches tmcrrae sect lyse acter emeeere ot Ty, TWh Rie . coovccbacnovve of TY iy3 101/,, 13¢
Rows of blading for each expansion:
INE Shay 1a bel aia ho a tar eae eRe macicea dbo olalcicn ce a,diac o ome mare © oc0.0 Se etd iccro SiG ERIN cisions co biotuetorao dec 13
[eR aheadeen nse neh eis tine haar 2S oie MEE O SOO SE OSCE oniiarea BuOLiTs | BIOMOL Vetere iss ts 5.0. eRe RE ere oot 30f7 3 0f6
1S (inl Rk OR A en nt ee EERIE SA conisd oo. case oO Sen's 00 Oe PIO) dco ARIE On Gab 0 oO EDMOND OD dc 6.0 20
90 kl Ora rcs ee ae tee eae ER ic Yang Gh.do.a6 cab aomemme 6 0:0.0.c 5s aR hs os eee crocs cio Ser otoa a Wc 60's 18
J DDR IS Reidolinie dete toy ee ae TAPES Ena iter Seco t A O04 5.5 SoU oo OIDIOREND © 0.6.0.0 (CRE Gr cita PoReEERtE O c.o Geo 0.8 oman Gok aig od 6 6
IbpID iach bonddod co oaencnicemoaanc NE eames =" * ma ie | > ou.oReRNen BAG.An ou Hoa n.coo000b0 00-0 5
Length of blades for each expansion, inc nese
Main ISLAY so o.cqcne oatatads cadaoen 1 12 24 3t 44 64 If 1g 24 3t 44 44
Ib, 1D, HSBC, 600000000800000000000 54 74 10} 134 134 134 54 74 ro} 134 134 134
18 HON Oe hanna on Ge aCe aoMeemee ONO moe RObiAa ac son c & ry mnaGy hy ye Incis OM MC ROEREENG OS of oIO: Coie 3 he ihe
EEL Oa fn a, nich DRO Ee ee CRA IS oila g midlet) alo oe 0.0 1} 12 Cf eed tani enter ois'o0 6.0 °c 1% why 2
ISL HOSA dlssote.d cod as ere OO Be De bv. Brads q rz 2 Ben eh ney: 2t.4 ee $ 1% 2 3
TAP astern y Peere wei nea Goa EEE eee 44 64 6+ OP ee seak isa reker 4k 64 6t 64
Rotor srat an ene: Length of Diameter of Length Over Length of Diameter of : Length Over
Bearing, Shaft at Diameter All of Rotor Bearing, Shaft at Diameter All of Rotor
White Metal, Bearings, Axial, Drum and Shaft, White Metal, Bearings, Axial, Drum and Shai
Inches. Inches. Inches. Feet and Inches. Inches. Inches. Inches. Feet and Inches
Mie ISL, 1Po50000060000009ea000006 15 14 9 2I—o7+ 15 14 9g and 8& 2I—O4.
IL, IDs HlngAGlocooceccoceagsca000G08 24 15 II 25—To0# 24% 154 10 and 8 26—oo#
Jaks 125 Coaooog00e beado00ncacn ue dd 12 14 II T5— 024 12 14 9 15—o2#
AIOE Cla Eek ooio.0 10:8 5 Gx oboe aloo 12 14 II 16 12 14 9 16—oo$
IS AD, AISI 000 ooo cn D0DD 00 DDD0G06 ake) 14 9 TI—o24 10 14 9 II—034
Ts Pajasterm seach esas te aa neve 24 15 II With ahead 244 15 II With ahead
ES Mh 186, 125, Wp, ANE, IS, 125 (Cay, I, 125, Coy IME 18E, 124, Ip Iyer Ish 12, Cay I, We Con
Each. Each. Each Each. Each. Each. Each. Each.
Collars on shaft, number........... 17 17 8 8 17 17 8 8
gIshicknesss#in COs er a ett news of of of of} of of of o}
Distance between, inches........... TL Ale Yh hy Yor Ye hy TAG Vi
Outside daimeter, inches........... 172 173 172 173 18+ 184 18} 184
Inside diameter, inches............ 124 124 124 124 124 124 124 124
Number of shoes, top.......-...---. 16 16 7 7 16 16 7 7
Number of shoes, bottom.......... 17 17 8 8 17 17 8 8

CcroBER, 1912

Line shaft, diameter outside, inches..................--.-..--- 12%
At journals, AGNES 6.500000 G6000000 HD 00000 D000 D0000000000000 1234
JSEEN INO, THENESS 6.6.0060008000000000000000000000000000000 8

Stern-tube shaft, diameter outside, inches....................-+ 12%
ASSEN TOKE, THANE 00 o co 00 DU 00 ODO UNDO DD NNODDOOODSDODNN 7%

Propeller shaft, diameter outside, inches..........-++.+++++-++2- 123%
ANss@ll NGG 6.900060060000000000000000000000000000000000000 7%

Couplings, diameter, inches... . 22

AD PIENESS, HAAN 4660000000000000000000005009000000K00000000 3

Inboard coupling, diameter of sleeve outside, inches............ 22
ThaSGla, HAINES ooacdc0000900 00000000000 DD DDD0AD DDD DOOODN0DNR 14%
Length O? GEQGE, WONESoo0000c0000000000000000 (W) 10, (A) 12
INCAS OF EOE, HACE. 66000000000000 0o00000000000000 13%

Coupling bolts, number each coupling..............-.--.--+---: 8
Diameter (taper)* at face of coupling, inches.............. 238

Outboard coupling, length of half sleeves, inches..............-- 48
Bolts securing sleeves, number.............-.---2--+-eereee> 16
IDyAmGET, HANES cadconacaccd000s00d0005000000 (W) 134, (A) Be

Spring bearings, diameter, inches... 0... 5... 60-0. ee eee ween cA
ILA GIN, THINS coc cocad coco cooncoonENCN0b00000 (CW). 18, (A) OD

Forward stern-tube bearings, diameter, inches...(W) 145%, CA) 14 9/16
LGN, HANES o50000000060000000000000000000000000000000 48

After stern-tube bearings, diameter, inches..................... 145%
LGN, FHAGNES oocacdougqoo 00000 op o00gs000000000000000000 60

Sree nee, GhERAGISe, TENORS. 000000 000000000000000000000000 145%
ILGERIA, WRENS 900000000000000000000000000000000000600000 72

* Parallel bolts for inboard coupling of Wyoming.

PROPELLERS

There are four three-bladed propellers, all outboard turning
when going ahead. The blades and hubs are of manganese
bronze and cast in one piece. The blades are true screw-

machined to pitch.
PROPELLER Data

Arkansas. Wyoming.

Diameter of propeller, feet and inches..... Qo 10
Eitibweteetmandminchesseeeseeretrerer 4 283 2 0%
Ritchwereetyan daincheSanmiadciscerieiidideketele 8 2 5/16 8 2.24
RESO) OF GERACE 1@ WEIN cadoovo00000000 eal 1.22
Area, projected, square feet.............. 36.145: 41.06
elicoidalessquaremteet.-- ees 40.145 46.13
DiskyesdUtanemtectemanc. erties 72.131 78.5
Ratio, projected’ to disk area..--.-..---.- 0.501 0.523
EVelico1dalitomaiskmareaerrryereierireiens 0.556 0.588

Marin ConpdENSING APPARATUS

The condensing outfits of each vessel are radically different.
That for the Wyoming is the Weir uniflex condenser with
dual air pump, while the system installed on the Arkansas
is the ordinary type condenser with Parsons vacuum aug-
menter and twin air pump.

Main Condensers—There is one main condenser, located in
the after end of each engine room, of the following principal
dimensions:

Arkansas. Wyoming
IRAN: Saude oo DO NROaoOOOMOOOUGSOOO US Ordinary Weir Uniflux
cylindrical. triangular section.
Maximum width over all, feet and inches. 3G 9 9
Depth over all, feet ‘and inches...... ada iQ 2
Inside diameter, feet and inches........ 10 0 SOD
Thickness of shell (steel), inches....... y% 9/16
Length between tube sheets, ft. and ins.. iil ~@® 9 9%
Thickness of tube sheets, inches... ..... 1 1%
si besten tim Dera esters sso 6 repbereteiererstete 8,466 8,746
Diameter pinchesmeiceierlieieeeree eer % %
gunicknesssebemVVien Gee NO seer 16 16
Cooling surface, square feet............ 15,235 14,007
Exhaust nozzle area, square feet........ 48 48
Diameter air pump suction, inches....... 9 14
Augmenter suction, inches.......... 15 D000
Circulating water inlet and outlet, ins. 30 29

Main Air Pumps—An air pump of the following principal
dimensions is provided for each main condenser:

Arkansas. Wyoming.

IAS! b 5 adcoDn 00 bono GOnCHOEED Ee Ooeta od oto Blake, twin, Weir, vertical,
vertical, single-acting. dual pump.
Diameter steam cylinders, inches....... - (2) 17% (1) 26
Water cylinders, inches............. (2) 35 (2) 36
Strokenminchesmererrieiecicic cis cetera 21 21
Diameter, wet suction; inches........... 12 12
IDFA GHEHOD, TENE soaoneccocccd00e tae (RA
Wietedischangesunchesie-eeierciciescr 10 1
IDSA GSES, FeV N55005000000000 414

Main Circulating Pumps and Bastinos Bad main con-
denser is provided with a circulating pump of the following
principal dimensions :

Arkansas, Wyoming.
IRGDE WEED oooccocod000Gb0G00000000000 Worthington,
bi-rotor, volute,
centrifugal. Centrifugal.
Capacity, gallons per minute............ tiene 19,500
Diameter suction nozzles, inches......... (®)) Wil (2) 21
Discharge nozzles, inches........... 30 29
IGN, HANES o000900000000000000 (2) 17% 54
INDE GAAS ocoocacc0c0nG0000000000000 Terry Compound
turbine reciprocating.
Diameter H. P. cylinder, inches......... Rt sxere 13
IL, 1, Gylbkacleir, HAINES co00c0000000% seas 25
Strokesminchest peices: joooeseheenreceas ee 12
Ree ae item disign edumrarictar =. c(etaclertrichers Brey 215

INTERNATIONAL MARINE ENGINEERING

401

Augmenter Condenser (Arkansas only)—An augmenter
condenser of the following dimensions is installed for each
main condenser on the Arkansas:

IDES OF Goel AGES, sKYNESo 05 000000000000000000000000000000 29
Thickness of shell (composition), inches.............+.--+++----- 5/16
Tength between tube) sheets, inches...........-...+-eseecec--eee 48
INNES OF HHT Drees, HENS 00 00000000000000000000000000006 1
AREER, MORIN? ooo up cong po OOO aoc UD eDeTddOdoUDOpGoabODODOOaOG 685
DIAMETETNOIN CHES Mert eryet ever ave elomerake colerelerTeneie eile ole sisievePonerepareteye 4%
Were aes, Is WW, Cloosooc0cono00000e00000G000G000000000000 16
IDFem@icr OF VEDOr WAI, HOLES. 00 000000000000 00000000060000000 13
INIGRFNET) FEGHON coono bon cb 0s onGE OD OUD GOO ODDOnOUODDODD00 12

Circulating: water inlet) and! outlet, inches..-................. 6
Freep AND FiILtTER TANK
A feed and filter tank of about 4,000 gallons capacity is
located at a high level in each engine room. The filter cham-
ber is in the top of the tank and has a capacity of about 700
gallons. The filter has an inner bottom of loose perforated
plates and is divided into compartments, in which is placed
the filtering material, by vertical division plates. These par-
titions are so arranged that the water in passing through the
filter will flow under and over in succession.

ENGINE Room AUXILIARIES

Auxiliary Condenser, Air and Circulating Pumps—There is
an auxiliary condenser in each engine room of about 725
square feet of cooling surface, connected through the auxiliary
exhaust pipe to all the auxiliary machinery. Each condenser
has -a 7%-inch by 4-inch by 12-inch independent air pump of
the Blake vertical, simplex, double-acting, feather-weight type
and an independent circulating pump as follows:

Arkansas. Wyoming.
Mype: Pum pil Serercieversvahevsteueyerercrstedessvenc cays Alberger, volute. Centrifugal.
Diameter of impeller, inches........ 10 26
Suction and discharge, inches... 6 6
Ty, pe? engines 7 cvs srehusestersnere crest oene Alberger turbine. Reciprocating

single-cylinder.
Diameter cylinder, inches........... 0000
SURO, TACINES o.00000000000000000000 6

Feed-Water Heater—A feed- ate Tiveations complete with
all the necessary fittings, is located in each engine room on
the discharge side of the main feed pumps. The heating agent
is the exhaust steam, a back pressure being kept in the auxili-
ary exhaust line for this purpose by means of a spring relief
valve at each condenser connection, opening toward the con-
denser. The heaters on the Arkansas are of the Schutte-
Koerting film type of 257.6 square feet of heating surface
each, and those on the Wyoming are of the Alberger Con-
denser Company triple-flow type, of 900 square feet heating
surface each.

Main Feed Pumps—Two 14%-1nch by 9%-inch by 18-inch
main feed pumps of the Blake vertical, double-acting, single
type are located in each engine room. The pumps have suc-
tions from the main feed tanks and discharge to the boilers
through the feed-water heaters or by-pass same.

Reserve Feed-Water Pump—A small reserve feed-water
pump is fitted in the port engine room for use in port to
pump make-up feed-water from the reserve feed tanks into
the main feed tanks. The pump is a 6-inch by 6%-inch by
12-inch Blake, vertical, double-acting single type.

Fire and Bilge Pumps—Two Blake 12-inch by 10-inch by
18-inch vertical, double-acting, single fire and bilge pumps
are provided in each engine room. They are arranged to
draw water from the drainage system and $ea, and discharge
to the fire main, sanitary system and overboard.

Pipe Insulator Pumps—tIn each engine room is a 6-inch by
8-inch by 8-inch Blake vertical, double-acting, single pump for
circulating water around the main steam pipe flange at bulk-
heads near magazines to prevent the transmission of heat
through the ship’s structure to the magazines.

Water Service—Conveniently located hose connections are
provided in the engine rooms and shaft alleys for supplying
water to the bearings and other parts that may require cooling.

Forced Lubrication—There is a complete system of forced
lubrication in each engine room for the main, thrust and line
shaft bearings and the main circulating pump engines.

402

The installation in each engine room embraces two 1o-inch
by g-inch by 12-inch Blake vertical, double-acting, single oil
pumps; three Schutte-Koerting film oil coolers on the Arkan-
sas and one MOSSES oil cooler on the Wyoming; one (8-inch
8-inch on the Arkansas and to-inch by g-inch
by 12-inch on the Wyoming) Blake vertical, double-acting,
single circulating pump for the oil coolers; one oil drain tank
of about 350 gallons capacity and the necessary piping and
fittings.

The system functions as follows: The oil pumps draw oil
from the drain tanks and deliver same via the oil coolers, or
by-passing same, to the various bearings at a pressure of
about 15 pounds per square inch. After the oil has passed
through the bearings it is caught in troughs formed in the
bases of the bearings and drained by gravity back to the drain
tank, whence the cycle is repeated.

Settling tanks for cleaning the oil and oil storage tanks are
provided 4in: each engine room.

by 7-inch by 8

Borers

The boilers, twelve in number, are of the Babcock & Wilcox
watertube type, arranged in batteries of four each in three
separate watertight compartments. ‘They are designed to run
the entire machinery installation at full power, with an
average air pressure in the ash pits of not more than 2 inches
of water.

The boilers are equipped for burning both coal and fuel oil.

The up-takes are of the usual design, and there are two
smokestacks, each about 92 feet in height above the grates and
11 feet 6 inches in diameter.

Boiler Data—Where differences exist both figures are given,
the letters A and W being used to designate Arkansas or
Wyoming, respectively. °

INU Dera cere Ph ere e esr aeeNee ee oss wloTolelotsbeneretelesr teks svehete 12
Working pressure, pounds per square inch............ 210
Test pressure, pounds per square inch............... 315
Height to top of drum, feet and inches............... 13 10%
Length on floor, feet and inches.....................- 9 01%
WadthwonshHoopmteetwan dain Ghessrrirrtetr ister -iebet tens tetets 18 04%
iDycbbey, Cheba, WANES. oongcog000pDe0CCaDeGDNDDU00N 0 42
Length, overheads, feet and inches............... 26 02%
ANOS, NEN cooosnocgag dado De Hagon0DGoG00000 00 11-16
Number of furnaces, each boiler........- Dito. we coda Hoo 1
MtinnacenGdoors meaChepolleigererereietheleteiketstekkotekerorer= 5
(Gratesmlengthwarectaandminchesterrrrritala kien vetrireicl- O00
WiAiGlin; Gee eral SHES ooosoudod00dav0000000000 17 «00
MotalugratemsuitacemsquaremlLecuaemetrelslelevelietah liek rl 1,428
Total heating surface, square feet.............. city valence 64,234
EW Gai. GO JELSboopocccodoooa0edodbboad AGO 1 to 44.98
Number of tube sections, each boiler................. 31
San ESS, CAN INO ooodscgnooOboDbooKSa0009 1,100
A=INCHuatu DeSmCaCH DOL Erpayeyere ici elelevetedsiovetedsierelerclensleysis G2

Distance between headers, feet and inches.....:.....-
Area of each smoke-pipe, mean, square feet....(A) 102.07, «wy Hos: 87

G.S. + area through smokestacks... .:..........% (CN) 47 6.87
Kindmoftmroncedmanatteeer perce pictieeeee icici Closed fireroom.
Number of oil \burners; each boiler... 3. 27... ees eee (A) 4, (W) 8
IANS Ot Oil INET Sosadcoccacee0e (A) Schutte-Koerting, (W:) Peabody
IDA OHNE, CHENG HAINES. coocn0c00008000000005000500C 6
Steam stop valve, diameter, inches................... 5Y%
Triple safety valve, diameter each valve, inches....... 4
Feed stop and check valves, main and auxiliary, diame-

LET HIN CHES Hee ayer srrretatee lata lardrccctavel aleve ot aenaeeveunenlants WY
SUELACE D1 Witv al vm ene ty es ns a ae yaa 1Y%
Ione MONG? WANES 00 00 00 000000 90 0000000 S00000000K0 1Y%

Furet Om System

As auxiliary to the usual coal-burning appliances, a com-
plete oil-burning system is provided. The plant consists of
two 7%4-inch by 4-inch by 8-inch Blake heavy-pressure,
vertical, double-acting duplex pumps, one in each engine room
on the center line bulkhead. These pumps draw the fuel oil
from the double-bottom tanks, located under the space be-
tween the engine rooms and the fire-rooms, and deliver same
to the oil burners on the boilers.

There are two oil heaters of the Schutte-Koerting film type
in each fire-room on the Arkansas, and one of Cramp’s design
in each fire-room on the Wyoming, through which the oil is
delivered to the burners in the same fire-room. The heating
surface of the two .type heaters is 10.4 square feet and 23.29
square feet each, respectively. The oil may be by-passed
around the heaters if necessary. There are cut-out valves in

INTERNATIONAL MARINE ENGINEERING

OcTOBER, 1912

the supply pipe to each pair of boilers, fitted with emergency
deck-operating gear.

Frre-Room AUXILIARIES

Forced-Draft Blowers—Four forced-draft blowers are in-
stalled for each fire-room. They are located in specially con-
structed blower rooms just below the protective deck and
above the center of each fire-room. The fans are in two
sections each, of the Sturtevant multivane type, and each
is driven by an electric motor controlled from the working
level or the blower room at will. Air is supplied from the
fire-room ventilators. The fan motor data are as follows:

Arkansas. Wyoming.
G:E:

bypesmotonmmrrmccicrichye ere Cee ocean Diehl.
Revolutionsmpepaninutesnepeeneiieicreiiecie 890 965
Horsepowen; each ian ene eee net eee 33 45
IRE, Chev, WACNESs oo coco coocn0 bu D0 00000000 261% 2914
WiidthiweachwsectionssinGhesaeinieeiieterieniee 144% 16 1/16
NumbermmotgbladesseachWisecti one neeeien tinier 6) 36

Auxihary Feed Pumps—Vhere are three 14%-inch by 9%-
inch by 18-inch auxiliary feed pumps, one in each fire-room.
They are of the Blake vertical, double-acting, single-type, and
are arranged so that any pump can feed any boiler.

Fire and Bilge Pumps—In each fire-room there is a Blake
12-inch by 10-inch by 18-inch vertical, double-acting, single
fire and bilge pump, arranged to draw water from the bilge,
the drainage system and the sea, and discharge to the fire
main, sanitary system and overboard.

Ash Hoists—Vhe port ventilator in each boiler compart.
ment is fitted with all the necessary gear for hoisting ashes.
There are three ash-hoist engines of the two-cylinder re-
versible type, one for each fire-room, located in the upper fire-
room hatches. The cylinders are each 4% inches in diameter
by 4% inches stroke. The hoists are operated from the main
deck, where are located the ash chutes at the ship’s side.

In addition to the ash hoist the following ash-handling
apparatus is provided:

Ash Ejectors (Arkansas only)—Vwo 6-inch hydraulic ash
ejectors, one port and the other starboard, discharging above
the waterline, are provided in each fire-room. The water for
discharging the ashes overboard is supplied by three 14-inch
by 8%-inch by 12-inch Warren vertical, duplex, double-acting
pumps, One in each fire-room.

Ash Expellers (Wyoming only)—A Metten hydraulic ash
expeller, discharging through the bottom of the vessel, is fitted
in each fire-room. Each expeller is provided with a De Laval
steam turbine-driven centrifugal. spEEEND for discharging the
ashes overboard. oh Figees

PIPING Sysieves

Main Steam. Piping—Vhe main steam piping: js arranged
in two symmetrical systems, one .on each: side of’ the vessel.
The two lines are cross-connected in the forward fire-toom
and in the engine rooms. The branches from the boilers are.”
514 inches in diameter each, and the lines proper are 7% inches
in the forward fire-room, increasing to 9%, 11, 12% and 14
inches at each successive boiler connection. In the pipe pas~
sages, between the engine and fire-rooms, it is increased to
14% inches in diameter and again reduced to 14 inches in the
engine rooms. No steam separators are fitted.

Auxiliary Steam Piping—A 7¥%-inch auxiliary steam line,
forming a connecting loop between the two sides of the ship,
is led from the engine room main steam cross-connection
through the engine rooms. From this line steam connections
are taken for the various engine room auxiliaries, steering
engine, etc.

In the fire-rooms the auxiliary steam consists of a small
cross-connection between the port and starboard main steam
lines, from which the branches to the auxiliaries are taken.

Steam connections for the forward dynamos and deck ma-
chinery forward are taken off the main steam cross-connection
in the forward fire-room.

OCTOBER, 1912

The after dynamos are supplied through connections from
the main steam pipes in the after fire-room.

Auxiliary Exhaust Pipe—An auxiliary exhaust pipe is
fitted throughout the machinery spaces and elsewhere as re-
quired for the various auxiliaries. Connections are pro-
vided to direct the exhaust steam into either the main or
auxiliary condensers, either feed-water heater, or into the
atmosphere through the after escape pipe at will. There are
also connections for admitting the exhaust steam into the
steam belts of the medium high-pressure and low-pressure
ahead turbines when desired.

Main and Auxiliary Feed Pipes—The main feed pumps in
the engine rooms take their suction from the main feed tanks
and discharge via the feed-water heater, or by-pass same, to
the boilers. There is a suction main from the main feed
tanks to the auxiliary feed pumps in the boiler rooms. These
pumps have direct connections to the boilers in their respec-
tive compartments, or can discharge into the main feed line to
any boiler.

INTERIOR COMMUNICATION

The. customary engine and fire-room telegraphs, gongs,
time-fire device, telephones, voice tubes, etc., are fitted for
transmitting orders and signaling to the various machinery
compartments and other parts of the vessel.

Arr Compressor PLANT

Located in the engine room are nine* 11-inch by 11-inch by
12-inch Westinghouse steam-driven air compressors and two
air reservoirs of about 45,000 cubic inches capacity each, for
use in running pneumatic tools in the engineering department,
blowing soot off the boiler tubes and for the gas-ejecting
system for the guns.

Each compressor has a capacity of about 300 cubic feet of
free air per minute at 150 pounds pressure.

A pneumatic main, independent of the gun gas-ejecting
system, is led throughout the machinery space, with branches
to the workshop, evaporator and dynamo rooms, from which
the connections for pneumatic tools and blowing soot off
boiler tubes are taken.

EVAPORATING AND DistiILLInc APPARATUS

This plant is located on the berth deck, just forward of
No. 3 turret, with the distillers in the evaporator room hatches
at the gun-deck level. There are four evaporators of 312
square feet heating surface each, four distillers of 125 square
feet of cooling surface each, and two evaporator feed-water
heaters, with their accessories arranged to operate in double
effect. The plant has a combined capacity of 25,000 gallons
of water per twenty-four hours.

The following pumps, of the Blake vertical, double-acting,
single type, are provided:

Two evaporator feed pumps, 4% inches by 5 inches by 6
inches.

One distiller fresh-water pump,
6 inches.

Two distiller circulating pumps, 12 inches by 14 inches by
16 inches. ;

Y%y inches by 5 inches by

MaAcHINE SHOP

A well-equipped machine shop is located amidships between
the engine hatches on the berth deck. The necessary machine
tools for performing general repairs are provided. The tools
are of the latest type, and each is driven by an independent
electric motor.

There is also a well-equipped blacksmith shop and small
foundry located on the main deck amidships.

ELectric PLANT
There are two dynamo rooms located on the lower plat-

* 9 for Arkansas; 8 for Wyoming.

INTERNATIONAL MARINE ENGINEERING

403

form, one forward and the other aft of the boiler compart-
ments.

The generator installation in each dynamo room consists of
two six-pole, compound-wound, 300-kilowatt General Electric
generators, each driven by a two-stage horizontal Curtis tur-
bine. Each generator will deliver at normal load 2,400
amperes of current at 125 volts when running at 1,500 revo-
lutions per minute.

There is one condenser in each dynamo room for the ex-
clusive use of the dynamo equipment. Each condenser has its
independent air and centrifugal circulating pump and hot-well
tank and pump.

The condenser and pump data are as follows:

CONDENSER Data

Arkansas, Wyoming.

Diameter inside shell, feet and inches. . 4 10 4 0%
Thickness of shell, inches............ yy 5/16
Length between tube sheets, ft. and ins. 6 8% UU 8
Thickness of tube sheets, inches....... 1 1
ANGIE, see? conuconco0Gccud0KKD 2,190 1,529
Diameter, inches) see eeeees ce % 4%
ANansmaegs, 13, Wo Gocosos0000 16 16
Diameter exhaust nozzles, inches.. (2) 19 (2) 20
Air pump-suction, inches..... (1) 6 (2) 5
Circulating water inlet and
OW, WAINES soodcocccce 9 10
Cooling surface, square feet.......... 2,403 1,813.5
CrrcuLaTING PumMP aND ENGINE Data
PSV DE) vaveieio ss oortecregareavs eV evaoraetereleioteraetateps Centrifugal. Centrifugal.
Diameter impeller; inches. ?..-........ 21 28
Steam cylinder, inches .:.-:...... 6 5
Strokestinchesme eee ene 6 6

Air Pumps—g-inch by 18-inch by 12-inch Blake vertical,
twin, beam, single-acting, single steam cylinder.

Hotwell Pumps—4'-inch by 5-inch by 6-inch Blake vertical,
double-acting, single.

REFRIGERATING PLANT

There are five Allen dense-air ice machines, each capable of
producing the cooling effect of 3 tons of ice per day. Two of
the ice machines are located—one forward and the other
amidships—for the forward and amidships magazine cooling
systems. The three other ice machines are located just aft
of the engine room hatches, one on the starboard and two
on the port sides, and are fitted for cold-storage service, ice
making and for the after magazine cooling systems. The
piping is so arranged that any ice machine can be used on any
magazine cooling system in emergencies.

There are four refrigerating rooms isolated by air locks and
insulated with cork in the usual manner.

Torsion METERS

Each line of shafting is fitted wih a Gary-Cummings torsion
meter for ascertaining the shaft-horsepower of the main
turbines.

TRIALS

The contracts required five trials, as follows:

(a) A progressive trial over a measured mile course for
standardizing the screws.

(b) A full-speed trial of four hours’ duration in the open
sea at the highest speed obtainable, with an average air pres-
sure in the ash pits not exceeding 2 inches of water and not
Over 175 pounds steam pressure above the atmosphere at
the medium high-pressure turbine. The average speed to be
at least 20.5 knots.

(c) An endurance and coal-and-water-consumption trial of
twenty-four hours’ duration in the open sea, at as nearly as
possible a uniform speed of 19 knots, the average not to fall
below that figure. The trial to be conducted as nearly as
possible under cruising conditions.

(d) An endurance and coal-and-water-consumption trial at
12 knots, under similar conditions to the preceding trial.

(e) A trial of two hours’ duration at the highest speed
obtainable, burning coal and fuel oil in combination.

The Arkansas’ trials took place early last June, and the
Wyoming’s were just completed the middle of July.

404,

The standardization trials of both vessels were run on the
measured mile course at Rockland, Me. The weather
favorable on both occasions and the trials were most satis-
factory. The maximum corrected speeds attained were 21.196
knots for the Arkansas and 21.323 knots for the Wyomung.
A graphic comparison between the performances of the two
vessels is given in Fig. 4. From the data obtained it was
found to require 310.9 revolutions per minute of the main
turbines to attain the contract speed of 20.5 knots, 284.4 revo-
lutions per minute for 19 knots and 175.8 revolutions per
minute for 12 knots for the Arkansas, and 302.5, 279.5 and
171.2 revolutions per minute, respectively, for the Wyoming.

All other trials were run in the open sea off the North
Atlantic coast. Excellent weather prevailed throughout the
trials, which were successfully conducted and all requirements
easily met. Unfortunately, an accident to the H. P. C. tur-
bine on the Arkansas, which occurred on the standardization

Was

INTERNATIONAL MARINE ENGINEERING

OctToBER, 1912

The United States battleship Pennsylvania, authorized by
act of Congress Aug. 22, is to have the following main char-
acteristics: Length, 600 feet; beam, 97 feet; draft, about 28

feet 6 inches; displacement, about 31,000 tons; main battery,
twelve 14-inch guns and four submerged torpedo tubes; sec-
ondary battery, twenty-two 5-inch guns. The vessel will be
heavily armored and will have oil-burning boilers of the
watertube type. The type of machinery has not yet been
definitely determined, although it is expected that the speed of
the vessel will slightly exceed the fastest American battle-
ships. The cost of the ship, exclusive of armor and arma-
ment, will be approximately $7,425,000 (£1,525,000).

H. M. S. Oak, the third torpedo boat destroyer of the
Firedrake type built for the British Admiralty by Messrs.
Yarrow & Company, of Glasgow, was successfully launched
Sept. 5. The Oak is 255 feet long, with a beam of 25 feet 7

30000 22

Note:
Arkansas’ Curves Shown thus ——_——_
Wyoming's ‘+ &

28000 21

26000 20

24000 19

22000 18

wo
S
S
Ss
—
con)

&
Ss
»H.P,
=
aD

Seale of S

co
Scale of Speed in Knots

=
s
S
a
wo

=
So
So
>
=)
(tt
w

8000 11

6000 10

8
os 2. = SEGSEeeES) Tone cic
Sd = = R & R R ae) Se) % 0} Gr}

FIG.

trial, rendered it necessary to disconnect the turbine for the
remaining trials and to conduct the 12-knot endurance trial
of that vessel on the five-turbine combination instead of six
turbines as intended.

The average figures for shaft-horsepower, revolutions per
minute and speed developed on the several trials are given
below:

4-hour full-speed trial: Arkansas. Wyoming.
Shatthorsepowererrrt-iiereieieneierr: Doo ks} {5838} 31,437
Revolutions)//pern) minute. ..0... 4+... 323.8 319.36
Syrsael th UAH. ogsiocaocasdanvdoo0dsa 21.05 21.223
24-hour, 19-knot endurance trial:
SIEGE INORSAWONKEP co od ccv 0c c0n0000000 20,592 20,784
Revolutionsmpegmminiutescmiirie rnin 291.3 282.6
Ssoeaal sin WAGs oosccblobassoa00ecana9 19.41 19.209
24-hour, 12-knot endurance trial:
Shattaehorsep ow cial einen isis 4,354 Doo:
Revolutions per minute ............. 175.7 175.09
Syorsael sin UIAGIS soncodoccuogaosvaudac 11.9938 12.266
2-hour coal and oil-burning trial:
Shafthorsepowemeereieteictaiastasricietels 28,043 28,889
Revolutionsmpermsminutelerayrdsi ele 322.1 312.31
SSaeeGl 3A. UMS, coosovvoscdsdbaavedabo 20.989 20.979

i
Seale of R.P.M.

4.—SPEED AND POWER CURVES FROM TRIALS OF ARKANSAS AND WYOMING

inches, the propelling machinery consisting of Parsons ‘tur-
bines driving.twin screws. Steam is supplied by three of the
" latest type of Yarrow boilers, fitted with the firm’s patent
feed heating device and arranged for burning oil fuel ex-
clusively. The contract speed of the vessel is 32 knots.

The steamship Nantucket, of the Merchants & Miners’
Transportation Company, sank at a railroad pier at Locust
Point, Baltimore harbor, Sept. 2, after the lower forward hold
of the steamer had been flooded with water to put out a fire
which broke out in the cargo. The flooding of the hold
caused the cargo to list and the vessel turned over on her
beams end.

Vickers, Ltd., of Barrow-in-Furness, has just received a
contract for a large oi] tank steamer for the British Admiralty.
This vessel will be engined with two Carels-Diesel engines.

Ocroper, 1912

INTERNATIONAL MARINE ENGINEERING

405

Motor Ship Eavestone Fitted with Carels Diesel Engines

The first large British-built and. British-owned Diesel-
‘engined motor ship is the Eavestone, the hull of which was
built at the yards of Messrs. Sir Raylton Dixon & Company,
Middlesbrough, and the engines by Messrs. Richardsons,
Westgarth & Company, Ltd., Middlesbrough, in conjunction
with Messrs. Carels Bros., Ltd., Ghent, Belgium. The ship

is 276 feet long, 40 feet 6 inches beam, displacement about

4,500 tons, deadweight carrying capacity about 3,200 tons.
She is a twin-screw vessel with engines aggregating 1,000
horsepower, designed to give the ship a speed of 9% knots.
The Carels type of engine, with which the ship is fitted,
has been developed by Messrs. Carels Bros. in a most prac-

engine, and in order to combine these elements in the design
of the marine Diesel engine, Messrs. Carels Bros., before
turning their attention to marine work, consulted with the
foremost marine engine builders in England, France and Ger-
many, and obtained from them the benefit of expert marine
engine construction as a foundation for the design of a prac-
tical and reliable marine Diesel engine. The Carels marine
Diesel ‘engine, therefore, is the result of the most careful
adaptation of good marine engine practice and good oil engine
practice.

The appearance of the Carels engine, as can be seen from
and drawings of the

the photograph Eauestone’s engines

FIG. 1.—CARELS TWO-CYCLE DIESEL

tical way by combining the results of this firm’s previous de-
velopment of the Diesel engine for stationary purposes with
the best marine steam engine practice. It is impossible, of
course, to build an oil engine exactly on the lines of a steam
engine, because the functions of the two engines are totally
different, and different types of valves and valve gear are
necessary. Also the design of the cylinders of an oil engine
to withstand high-pressures and high temperatures introduces
a new problem. The construction of piston rods, crankshafts,
bearings, engine framing and bed plates of an oil engine,
Lowever, can be made to conform to the design of a steam

- reproduction of steam engine design.

ENGINE FOR THE EAVESTONE

shown herewith, is, therefore, about the nearest approach to
that of a steam engine that has yet been developed. A close
inspection of the drawings will show that the construction of
the engine from the bed-plate to the cylinders is practically a
The cylinders and valve
mechanism, however, are in accordance with the successful
development of the Diesel engine which this firm developed
for stationary work. In the the Eavestone,
Messrs. Carels Bros. supplied the cylinders and the valve
mechanism, while the other parts of the engines were built
by Messrs. Richardsons, Westwarth & Company, Ltd.

engines for

These

406

INTERNATIONAL MARINE ENGINEERING

OcTOBER, 1912

ASse

FIG. 2.—FRONT ELEVATION OF CARELS MARINE ENGINE

engines are of the four-cylinder, two-cycle type, with cylinders
20.1 inches diameter and 36.22 inches stroke. At 100 revolu-
tions the total power developed is 1,000 horsepower.

The pistons, which are water cooled, are packed with spring
rings of the Ramsbottom type, and work in a liner, which
is a separate casting inserted into the outer jacket. At the
lower end of the liner is a stuffing-box, which is fitted to pre-
vent any leakage of exhaust gas past the piston into the
room.. A series of circumferential ports near the bottom of
the liner form the exhaust ports, the scavenging and fuel
valves are placed in the cylinder cover, all of which is thor-

FIG. 3.—END ELEVATION

oughly jacketed for cooling the cylinder head and the valves.
There are four scavenging valves in each cylinder, and a
fuel oil injection valve, together with an air-starting valve,
is placed in the center of the cylinder head. All the valves are
operated through levers actuated by cams carried on a shaft
which is supported by bearings connected to the cylinder
jackets. The cam-shaft itself is actuated by means of a valve
shaft and spiral gear wheels at the center of the engine con-
necting the cam-shaft to the crankshaft.

A fuel oil measuring pump is provided for each cylinder,
and is driven from the cam-shaft. The amount of oil fed to
the cylinders can be regulated by hand from the stationary
platform, and an independent governor control is also pro-
vided. There are two sets of cams for the fuel injection and
air-starting valyes of each cylinder—one set being for ahead
and the other set for astern operation. A maneuvering shaft,
which runs alongside the cam-shaft, serves to operate the
rollers of the valve levers, so that they are brought into con-
tact with the proper cams for running the engine either ahead
or astern. The maneuvering shaft is free to slide fore and
aft in order to bring the rollers opposite the proper cams. A
special motor is provided to change the position of the
maneuvering shaft. At the same time the cam-shaft is rotated
in order to change the position of the cams operating the
scavenging valves in relation to the position of the crank-
shaft. This is accomplished by raising or lowering the vertical
driving shaft by means of a special motor operating through
a rack and pinion and connecting rod coupled to a lever
secured to a sleeve on the vertical shaft. Both the motor for
rotating the cam-shaft and that sliding the maneuvering shaft
are operated by compressed air.

Compressed air at high-pressure for the fuel injection is
supplied by a multiple-stage air compressor coupled to the |
forward end of the main crankshaft, while the compressed air
for scavenging the cylinders at low-pressure is supplied by
double-acting pumps driven by levers from the crosshead of
the engine. Other pumps are also operated from the same
levers, including the water circulating pumps and the bilge and
sanitary pumps.

OcTOBER, I9I2

Lubrication is provided by gravity to all parts of the
engine except the pistons, where a forced system is provided. -

Complete control of the engine is brought to one point at
the starting platform, from which the engine can be started,
stopped and reversed in remarkably short time after the sig-
nals are received. The controls are so interlocked that it is
impossible to operate them except in the propér sequence
when starting, stopping or reversing the engine. The time
required to reverse from full speed ahead to full speed astern
on the trials of the Eavestone was found to be only eight
seconds.

Since completion the Eavestone has been in continuous
service. Her maiden voyage was from Sunderland to Ant-
werp with a cargo of coal. The voyage was made under
splendid conditions, and those who were on board said that
the engines were practically noiseless and that the cooling
arrangements of the engines were very efficient. The
maneuvering qualities of the engines also proved very effec-
tive when the vessel was handled in narrow waterways in
port.

After discharging her cargo at Antwerp the Eavestone
sailed to West Hartlepool, the voyage being accomplished in
heavy weather, during which the engines showed their ex-
cellent reliability. It was found unnecessary in spite of the
heavy weather to use the oil-regulating levers, and the en-
gine’s speed of from 87 to 96 revolutions per minute was
maintained throughout the voyage. ?

At West Hartlepool another cargo of coal was taken on
board for the Baltic ports, but before proceeding on the
voyage a measured mile trial was carried out, on which the
vessel easily made the contract speed of 914 knots. This speed
was made at 93 revolutions per minute, whereas the engines
had been found capable of developing a speed of well over 100
revolutions per minute.

Some idea of the advantages gained by the use of Diesel
engines in place of steam machinery in a vessel such as the
Eavestone is shown by the fact that in the Eavestone there
is an estimated saving in the weight of the machinery of 80
tons. Only 4 tons of fuel are used per day as compared with
15 tons per day for a steamer. The Diesel-engined ship would
require 120 tons of fuel for a thirty-day trip, as against 450
tons for a steamer, showing a net saving of 330 tons for the
Diesel-engined ship, which, in addition to the 80 tons saved
in the weight of machinery, makes a net deadweight saving
of of 410 tons in favor of the Diesel-engined ship. Additional
savings would also be gained from the small bunker space
required and in the reduction of the engine room staff.

Lumber and Passenger Steamer Columbia

The Harlan & Hollingsworth Corp., Wilmington, Del., com-
pleted on July 22 a steel lumber and passenger steamer for
Wilson Bros. & Co., San Francisco, Cal.

The principal dimensions of the vessel are: Length over all
250 feet 11 inches, length between perpendiculars 243 feet
3 inches, beam, molded, 41 feet; depth, molded, 20 feet. The
carrying capacity is 1,600,000 board feet of lumber at a. load
draft of 17 feet 6 inches. The gross tonnage is 1,923.84 and
the net tonnage 1,188.

The vessel is built of steel, with one complete steel deck,
a long poop and a forecastle deck. The scantlings are in
‘excess of Lloyd’s rules for ocean-going vessels.

The keel is of the flat keel type, 2714 pounds to 20 pounds
at ends. The center girder, which is oil-tight for the whole
length, divides the double bottom into two separate tanks
and is 42 inches by 8 inches amidships. The double angle
connections at the top and bottom are 4 inches by 4 inches by
12.8 pounds.

INTERNATIONAL MARINE ENGINEERING

407

The side frames above the tanktop are 6 inches by 3% inches
by 3% inches by 15-pound channels, spaced 24-inch centers.
Belt frames, 6 frame spaces apart, are fitted throughout the
length of the ship and are of 12 inches by 3 inches by 3 inches
by 25-pound channels. In the peaks the frames are 5 inches
by 3% inches by 10.4-pound angles, 21-inch centers. The
reverse frames are 3 inches by 3 inches by 7.2 pounds.

Two stringers run the length of the vessel under the main
deck, consisting of 12 inches by 3 inches by 3 inches by
25-pound channels, fitted between each web frame. and
scored out for each ordinary frame. An angle 3 inches by
3 inches by 7.2 pounds runs inside of the ordinary frames
on top of the channel. Diamond brackets are fitted on the
face of the web frames connecting to the stringer channel.
Between the main and forecastle decks the angle keelson
inside the frames consists of double angles 5 inches by 3%
inches by 8.5 pounds.

The main deck beams are I0 inches by 3% inches by 3%
inches by 21.8-pound channels on every frame, except where

STEAMSHIP COLUMBIA

no deck load will be carried. The brackets are 30 inches by
24 inches by 20 pounds with flanged edge. The camber is
10 inches in 41 feet.

To ensure a free cargo space only pillars along the center
line have been fitted, composed of single H-bars 39 pounds
per foot.

The shell is worked in “in and out” strakes with joggled
edge landings of outer strakes. The garboard strake is 20
pounds and 18 pounds at the ends, the bottom plating 18
pounds and 16 pounds, the bilge plating 20 pounds and 16
pounds, side plating 20 pounds and 16 pounds, sheerstrake
25 pounds and 21 pounds, and the poop and forecastle 15
pounds. Below the waterline the plating aft maintains the
amidships thickness.

The main deck plating is of 14 pounds throughout, except
the stringer, which is 48 inches by 20 pounds to 16 pounds
at the ends. The stringer angles are 4 inches by 4 inches
by 12.8 pounds.

All watertight bulkheads are plated vertically with 13-pound
plates, the stiffeners being 6 inches by 3 inches by 3 inches
by 15-pound channels, spaced 30-inch centers and at the
forepeak 24-inch centers. The brackets at the top and bottom
are of 15-pound plates, connection to shell being by double
3% inches by 3% inches by 8.5-pound angles.

There are three longitudinals on each side of the keel in
the double bottom, consisting of 13-pound intercostal plates
flanged at the top and bottom, the floor connection being
3 inches by 3 inches by 6.1-pound clips. The intercostals in
the engine and boiler rooms are of 16-pound plates.

The tanktop plating is 14 pounds throughout, except under
the engine and boiler rooms; where it is 16 pounds.

408

The vessel has one triple-expansion, surface-condensing
engine with cylinders 1g inches, 30 inches, 50 inches diameter
by 36-inch stroke. The valve gear is of the Stephenson link
The air pump, which is bolted to the back of the
condenser, is worked from the crosshead of the intermediate
cylinder.

motion type.

The electric generating plant consists of two sets
of generators working at 115 volts, one of 15 kilowatts and
the other of 7 kilowatts capacity, made by the General Electric
Co. Each is driven by a single steam engine using 100 pounds
steam pressure. An ice-making plant of one ton capacity per
24 hours, of the direct-expansion type, has been supplied by
the Union Iron Works, San Francisco.
gallon

There is also a 15-
The two boilers of the cylindrical
return-tube type, each 12 feet diameter by 11 feet 6 inches
length, are constructed for 180 pounds working pressure.

water cooler.

Each contains three furnaces 36 inches inside diameter, con-
The tubes, 222
in number, are 3 inches diameter by 8 feet effective length.
The oil-fuel burners are of Union Iron Works make, work-
ing with pressure, atomizing without steam or compressed
air. One burner is fitted to each furnace.

The vessel has a Marconi wireless outfit and electric light-
ing throughout. A searchlight, 14 inches diameter, of the
General Electric type, is installed on top of the pilot house,
with inside control.

Four powerful hoisting engines, of Union Iron Works
make, are mounted on special platforms.

There are four metallic life boats 23 feet long, also one
10-foot square stern working boat, all located on the bridge
deck.

The main house, located on the poop deck, also the pilot
house, officers’ and after house on the boat deck, are built
of pine, with sheathing tongued and grooved, and finished to
resemble steel work. The boat deck has pine carlins 4 inches
by 2% inches, spaced 24 inches, the decking consisting of 1%-
inch tongued and grooved pine, with a margin strip around.
Where exposed there is a double layer of felt on the deck,
finished with canvas on top.

nected to one common combustion chamber.

The dining saloon is paneled in white pine, as is also the
lounge. The smoking room has walls stayed with “V” jointed
tongued and grooved quartered oak. The total number of
first-class passengers in staterooms is 54, of which the dining
room can accommodate 36 at one sitting.

The vessel is equipped with two cast steel stockless anchors,
of 3,500 pounds each; also one kedge anchor of 600 pounds.

There is a Hyde type brake windlass, with a double 8 inches
by 8 inches engine on the forecastle. The steam steering
gear is aft on the main deck; also alongside this is a 6 inches
by 8 inches double engine operating a Hyde steam gipsy on
the poop deck above. A No. 3 Providence automatic steam
towing engine is located in a steel house on the poop deck
aft. It has 14 inches by 14 inches cylinders and handles 134
inches diameter steel wire towing hawsers.

The vessel is schooner-rigged, carries a cross-yard and
square sail on the foremast and the usual other sails. Each
mast carries two wooden booms. Chain plates, turnbuckles
and lashings of substantial design are supplied to secure a
considerable deck cargo of lumber.

At the launch the vessel was named Columbia, her port of
registry being San Francisco. On trial, with ballast tanks
full, the vessel made a mean speed of 11 knots and developed
1,200 indicated horsepower. She is expected to make about
10 knots loaded in service.

The vessel, chartered by Bates & Cheseborough, sailed from
Philadelphia with a full cargo in charge of Captain C. E.
Allen. She is going out using oil fuel, and is expected to
make a call at a South American port to refill her tanks
with oil. The chief engineer is Mr. P. Concannon.

INTERNATIONAL MARINE ENGINEERING

Ocroper, 1912

Two Notable Oil Engined Fishing Schooners

On the Pacific Coast of Canada, the long, narrow reaches
of the inside route from Seattle and Vancouver to the halibut
grounds off the coast of Alaska have made the sails of the
fishing schooners employed in the halibut industry an almost
useless part of their equipment during the major portion of
their trips. To overcome this difficulty, many of these boats
are equipped with auxiliary power; but it has remained with
the New England Fish Company to take the longest step
forward in the industry. This firm’s headquarters are at
Boston, but they have important offices in New York, Seattle,
Vancouver and Ketchikan, Alaska.

They are now having built at the yards of Arthur D. Story,
in Essex and Gloucester, Mass., two sister schooners of a
modified knock-about type, 126 feet length over all; 102 feet
length waterline; 24% feet breadth waterline; with a mean
draft of to feet, to be powered with two 100-horsepower
Blanchard oil engines, operating twin screws and developing
a speed under power alone of about 10% miles an hour. They
will have plain pole masts with no top masts, and the sail
area will be cut down to 4,500 square feet, less than one-half
that with which boats of this size would be normally equipped.
Briefly, the sails are to be used only as auxiliaries to the
engines, which are a late development by the Blanchard Ma-
chine Company, under the direction of Wolcott Remington.
They are of particular interest in that they will use for fuel
a low-grade, asphaltum-base oil that is put out by the Stand-
ard Oil Company on the Pacific Coast as Star Fuel Oil. It
costs only a dollar (4/2) a barrel in Seattle, and its high-
flash point makes it as safe as coal.

It is planned to launch the two schooners early in October;
and, after the engines have been installed and the rigging and
outfitting completed, they will proceed to Seattle via Cape
Horn, arriving there in time for the early spring work.

The schooners were designed by Thos. F. McManus, of
Boston. He has been prominently connected with the New
England fishing industry for fourteen years, thirteen years
as an active participant and the remainder as a designer of
fishing schooners, and in that time has built and designed
over three hundred vessels.

The original type of fishing schooner was shallow draft with
long bowsprit and jib boom and very long main boom, giving
it a long sail base line extending far outboard, making the
work of handling sails in heavy weather exceedingly danger-
ous. In fact, the chance of wreck in storms was one of the
most serious that fishermen of those days took; but now all
this has been changed, and the production by Mr. McManus,
several years ago, of the knock-about type, with its deep and
sharp hull lines, short sail base and eliminated bowsprit, have
made these boats safe and easy to handle in heavy seas.
There is less pitching and great saving of wear and tear on
the rigging; no bobstays to leak; no bowsprit to loosen; and,
with practically no overboard work for the men to do in
handling sails, they now fear only fog, collision and shore.

On the Pacific Coast the need for this step has been im-
perative, and the results achieved by these vessels will be
watched with interest, not alone there, but on the Atlantic
Coast as well, for the increasing need of power is being
strongly felt by the Boston and Gloucester fishermen, as a
delay of a few hours in landing their fish at T wharf may
mean a decrease of hundreds of dollars in the prices they
obtain for their catch.

The Bureau of Navigation reports 161 sailing,.steam and
unrigged vessels of 21,139 gross tons built in the United States
and officially numbered during the month of August, 1912.
Three of these, aggregating 10,101 gross tons, were steel
steamships built on the Atlantic coast.

October, 1912 INTERNATIONAL MARINE ENGINEERING 409

Fire Protection of Pier Sheds

BY SIDNEY G. KOON, M. M: B-

Probably the most terrible disaster on a pier or in a pier
shed was that which, in 1900, destroyed the American terminal
of the North German Lloyd Steamship Company in Hoboken,
N. J. This fire started, probably by spontaneous combustion,
in the midst of a pile of cotton bales on the unprotected pier,
and swept like wildfire from one end of the great structure to
the other, a distance of several hundred feet. Three trans-
atlantic liners (Bremen, Main and Saale) were so badly dam-
aged as to necessitate almost complete rebuilding, while the
express steamer Kaiser Vilhelm der Grosse badly
scorched. About 300 lives were lost, mainly because of the
extremely rapid spread of fire and the fact that the fire was
between the crowd of passengers and employees and the
shore, where safety lay.

For the use of transatlantic liners and other vessels, where
it is necessary to handle large quantities of freight and bag-

was

Spacing of Lines
4.

The problem thus becomes one of dealing with a situation,
the salient features of which involve an enormous open space
without fire breaks of any kind, and either a wooden, and
hence combustible, construction of pier or where
circumstances’ have made it imperative a fireproof pier and
shed, filled more or less closely from one end to the other
with inflammable material. The problem is further com-
plicated by reason of the fact that numerous openings around
the sides give free access to the more or less constant breezes
to be found around the water, and which would inevitably
help to fan into destructive size any incipient fire which might
start.

The ordinary
depends upon extinguishing,

and shed,

means adopted for fighting fires in pier sheds
usually after the fire has gained
considerable headway, by means of streams of water from
nozzles connected to hose of varying size, some of it supplied

Main)

—— = =o

\elared Lines ae trusses
The circles represent

Sprinkler heads

/PLAN ia) 7

Feed Line to Monitor

Shed 900/x 125’
Pier 925'x 133’
Gravity Tank

20 feet diameter
Hemispherical Bottom

1350 Heads in Lines

s Hl 90 “ «© Monitors
We 2 Boe PAAR 7440
: Feed Line va i a 4
Sprinkler (to Nomitor, 180 « Open on Sides
Sprinkler (Line 12 (0 so End
heads SS S207 192
Ser
CSS 8 Dry pipe valves
ee

Open Sprinklers

Dry Pipe Valve

To Dry Pipe Valve and Onn Sprinklers

SSF Oy
i Open Sprinklers (4g) Heads each)

Dry Pipe Valve

Bea

aT le
He ad

He SECTION A-A

FIG. 1.—LAYOUT OF SPRINKLER EQUIPMENT FOR A PIER SHED

gage with dispatuh, and where large numbers of people (pas-
sengers, crew and porters or stevedores) are moving back
and forth, it is wholly impracticable to divide the space into
relatively small compartments for the purpose of retarding
the spread of fire which might start at any point. In the
cases of the larger and more modern of these pier sheds we
find a virtually unbroken area, measuring from 600 to 900
feet in length and from roo to 130 feet in width. Small tem-
porary wooden structures, such as shipping offices, etc.,
sometimes subdivide the area in slight measure, so far as
general appearance goes; but as such structures are of the
most combustible material, it is seen that from the fire pro-
tection standpoint they are of absolutely no avail. It is quite
usual to find a ship on either side of this shed, both vessels
engaged in loading and discharging miscellaneous cargo of
the most heterogeneous type, and frequently of the most in-
flammable kind. The cotton bales mentioned in our opening
paragraph indicate the truth of this last statement.

with water pressure from the pumping outfits on the ships
themselves, some from standpipe pressure on the pier,
from city fire departments, either with steam fire engine
service or with high-pressure main service, while in the most
favored cases a fourth source of stream is a fire-boat, now
being so highly developed in cities where water commerce is
a large factor in the life of the community. If any one of
these could be directed at the seat of the disturbance within
the first 60 or 90 seconds from the beginning of -the fire, there
would very rarely be anything sufficiently serious to call for
newspaper comment. Usually, however, the efforts put forth
during the first five minutes of the life of the blaze are almost
valueless so far as well-directed operation is concerned.
Excitement, lack of knowledge of location of apparatus or of
methods of operating valves, and many other similar con-
tributing features, make the problem most difficult. In this
respect this sort of a fire is no different from any other, but
these points are here brought out for the purpose of showing

some

410

the contrast presented by automatic equipment of the type
later described.

For the ordinary fire protection of buildings, whether
manufacturing, mercantile, or office, numerous devices have
been perfected and are on the market, practically all of which
have value, but not by any means in equal degree. These
include such items as automatic fire doors and shutters,
closing when released by a fusible link whenever a fire
raises a temperature above a certain predetermined point;
standpipes with coils of hose attached; portable fire extin-
guishers depending usually upon the generation of some
form of carbonic gas; and, most important of all, automatic
sprinklers, The fire doors and shutters are analogous to wired
glass windows in that they form a barrier acting to greatly
retard the spread of fire. It is obvious that they would have
no place on a pier shed, because it is impracticable to sub-
divide the space. The standpipe and hose and the portable
extinguishers are already in use and have been responsible
for putting out a great many fires. In both cases, however, it
is necessary that men be at hand familiar with their use

FIG. 2.—GRINNELL AUTOMATIC SPRINKLER HEAD

and able to direct the stream upon the fire before it has begun
to attain destructive size. In case the fire occurs at night, it
may gain very considerable headway before being discovered,
and this sort of equipment will thus be completely nullified.

The automatic sprinkler, however, is a device which does
not require the presence of any human being. It has through
years of development been made so sensitive as to bring the
proportion of failures down below one percent. It will operate
under conditions of heat, smoke, darkness and other disturb-
ing factors just as certainly and effectively as under the most
favorable circumstances. Repeated tests have shown that
sprinklers operate usually within thirty to sixty seconds of the
first appearance of fire. Thirty percent of all fires under these
sprinklers, as reported during the past fifteen years’ experience
by the National Fire Protection Association, have been put
out or completely held in check by a single sprinkler head,
while nearly 60 percent have been similarly controlled by not
more than 3 heads.

For the ordinary fire hazard these sprinklers are arranged
so that one head covers a floor area of from 80 to 100 square
feet. The water supply is usually provided in duplicate, in order
to make certain that at no time shall the system be without
adequate water pressure and the building without protection.
Where city water is available under good pressure this forms
usually one of the dual sources. The other may be supplied
by an elevated tank furnishing a pressure due to its static
head; a pressure tank two-thirds full of water and one-third
with air at considerable pressure, which will supply a moderate
number of sprinklers for a few minutes; or an Underwriters’
fire pump operated by either steam or electricity, and de-
signed to deliver a maximum of from 500 to 1,500 gallons of
water per minute.

INTERNATIONAL MARINE ENGINEERING

OcTOBER, 1912

The water is led into the building through a pipe large
enough to supply a flow for the entire equipment. It is then
carried in one or more risers up through the several floors,
if there are more than one, and mains are taken off below
the ceiling of each floor. In the case of the usual pier shed
these mains would be taken off on each side and run parallel
to side of shed, a little below the roof. From the mains are
run branch lines, following the slope of the roof, each of which
carries a series of sprinkler heads at intervals of about 8
feet, these lines being themselves about 10 feet apart. All
of the piping is reduced gradually in size from the riser to
the uttermost sprinkler, and it is all arranged with a slight
drainage from that uttermost sprinkler back through the sey-
eral subdivisions to the riser, in order that the system may
be completely emptied of water when necessary. The sprink-
ler lines, parallel to the line of the roof and distant about 9
inches from it, carry the heads 4 or 5 inches below the roof
and have natural drainage. In addition to the sprinklers
throughout the open space, it would be necessary to provide
sprinklers under the ceilings of all enclosed spaces, such as
freight offices, waiting rooms, etc., the arrangement of lines
and sprinkler heads being as before.

Each head consists of a pipe fitting, with a one-half inch
opening for the passage of water. This opening is kept closed
by a valve held rgidly in position by a strut, which is itself
held together by fusible solder. The design of the strut is
such that the physical strain upon it is well within its capacity.
The solder is carefully prepared for a predetermined fusing
point, usually about 155 degrees F. As soon as the temper-
ature caused by the rising heat of the fire reaches this tem-
perature at the location of the head, the solder fuses and the
valve and strut are forced by the water pressure out into the
room, leaving an unobstructed passage for a stream of water
under full pressure. This stream, striking a deflector at the
top of the head, is scattered in all directions in the form of —
a hard-driven rain. As all fires, except those from explosions,
are very small at the start, it is evident that unless such a
sprinkler equipment is handicapped by either obstruction to
distribution of water, or in some other preventable way, a
fire under the system is bound to be drowned automatically
and very quickly. The action of the sprinkler in thus oper-
ating to put out the fire by means of the heat from the fire
itself is such as to virtually make the fire commit suicide.

A typical and actual layout for a sprinkler equipment for
this service is shown in sketches which, with the foregoing
general explanation of the system, will be self-explanatory.
One sketch shows the location of a fire pump upon the floor
and of a tank on a tower upon the roof of the structure.
Means would, of course, have to be taken to prevent this tank
from freezing; this could be done either by a steam coil, or,
in some cases, by an electric heater. In the same way, it
would be necessary to either keep the temperature in the pier
shed above 32 degrees F. or arrange for other means to pre-
vent freezing up of the apparatus, and consequent nullification
of its usefulness.

Highly developed apparatus for the purpose just mentioned
takes the form of what is known as a dry-pipe valve, in which
the water is held back in either the city main or the supply
from the tank or fire pump. Eight dry-pipe valves, each con-
trolling 180 sprinkler heads, were used in the layout illustrated.
The sprinkler lines, mains and risers are filled with com-
pressed air at a moderate pressure. The opening of a sprinkler
head quickly releases this pressure. This at once operates
the dry-pipe valve and allows the water which has been held
back of this point to rush into the system, after which the
Operation is precisely the same as with the more ordinary
wet-pipe system.

For protecting the outside of a shed, and material passing
between the shed and the ship, open sprinkler heads are placed

OctToBER, ‘1912

along under the eaves at intervals of about to feet. These
are not automatic. Water is turned into them whenever a fire
threatens the outside of the shed, and as they are arranged
in sections of about ten heads each along the length of the
shed, it is obvious that protection may be extended just so
far as may be necessary. In the open air the action of an
automatic sprinkler at this point would be very uncertain
because the heat of the fire would not in any way be con-
fined, and it might get considerable headway before causing
any action. That is why these outside sprinklers are con-
trolled by hand.

While not going into the details of design, construction, and
operation of a sprinkler system, it will be of interest to de-
scribe the head, upon the efficient, automatic working of
which the value of the system depends. Two views of the
head made and installed by the General Fire Extinguisher Co.,
Providence, R. I., are given, one being a section. As will
be noted, B is the body or fitting which screws onto the tee
in the line pipe. A is the yoke or frame carrying the deflector
J and itself screwing into the body. Between A and B is a
flexible diaphragm C with a half-inch hole in the center. Into
this hole fits a hemispherical glass valve E. The valve is held
in position by a small metal cap and a strut of three pieces,
F,G,and H. The three pieces of the strut are joined by soft
solder designed to fuse at 155 degrees F. As soon as the
temperature reaches this point, the disruption of the strut
begins, and ultimately takes the form of a rocking motion,
one part about the other. During this movement, the flexible
diaphragm, with the full water pressure under its entire area,
holds tightly against the glass valve until as Ff, G, and H
finally part, both the valve and strut are thrown out into the
room and the solid stream of water, impinging upon the de-
flector, is scattered in all directions. After the sprinkler sys-
tem has extinguished the fire, the one or more heads which
have operated are removed from the system and new heads
containing the strut in place are substituted. The water is
then turned on again, and the system is ready for the next
attack of its hated enemy.

Among the great advantages derived from the use of auto-
matic sprinkler protection of this sort is a very large reduc-
tion in insurance premiums, amounting often to more than 50
percent. In the case of the ordinary building this reduction
is sufficient to pay for the entire equipment within a period
which averages about five years. When it comes to a ques-
tion of pier sheds, however, the problem is considerably com-
plicated by the fact that the piers are usually owned by the
municipality and occupied by a tenant. The entire contents
are owned by the tenant; but as the term of lease is ordi-
narily short, the tenant does not often feel justified in in-
stalling an equipment which would mean a considerable initial
outlay, even though this outlay might be more than covered
by his saving in insurance. For this reason very few piers
have been fitted with automatic sprinklers, although a number
of estimates have been made from time to time. In the case
illustrated, the total cost of the installation was estimated at
about $19,000 (£3,900).

Another great difficulty in connection with the fitting of
these pier sheds arises from the question of water supplies.
The sheds are so exposed, both inside and out, as to make
freezing in the winter a matter of concern, and it is an engi-
neering feat of considerable intricacy to arrange an equip-
ment in this type of structure in which freezing will be ade-
quately cared for. The thing can be done, however, and there
is not the slightest possibility of doubt that the results would
be thoroughly satisfactory and much more than justify the
outlay. The financial loss sustained in the one fire which we
have mentioned would have equipped all of the Hudson River
piers of New York City with automatic sprinklers.

INTERNATIONAL MARINE ENGINEERING

4II

Panama Canal Act

The Panama Canal Act passed by Congress and signed by
President Taft is a comprehensive measure providing ade-
quately for the opening, maintenance, protection and operation
of the Panama Canal and the sanitation and government of
the Canal Zone. The act comprises eleven sections in all, only
three of which, however, have direct bearing on marine af-
fairs. These three deal with the Panama Canal tolls, the
regulation of commerce, and the regulation of wireless com-
munication, the provision of dry docks, repair shops, yards,
docks, wharves, warehouses, storehouses and other necessary
facilities for providing coal and other materials, labor, re-
pairs and supplies for United States war vessels, and, inci-
dentally, for supplying such facilities at a reasonable price
for all shipping passing through the canal. The full text of
these sections is as follows:

Section 5. That the President is hereby authorized to pre-
scribe, and from time to time change, the tolls that shall be
levied by the Government of the United States for the use of
the Panama Canal: Provided, That no tolls, when prescribed
as above, shall be changed, unless six months’ notice thereof
shall have been given by the President by proclamation. No
tolls shall be levied upon vessels engaged in the coastwise
trade of the United States. That section forty-one hundred
and thirty-two of the Revised Statutes is hereby amended to
read as follows:

“Section 4132. Vessels built within the United States and
belonging wholly to citizens thereof, and vessels which may
be captured in war by citizens of the United States and law-
fully condemned as prize, or which may be adjudged to be for-
feited for a breach of the laws of the United States, and sea-
going vessels, whether of steam or sail, which have been certi-
fied by the Steamboat Inspection Service as safe to carry dry
and perishable cargo, not more than five years old at the
time they apply for registry, wherever built, which are to
engage only in trade with foreign countries or with the Philip-
pine Islands and the islands of Guam and Tutuila, being wholly
owned by citizens of the United States or corporations or-
ganized and chartered under the laws of the United States, or
of any State thereof, the president and managing directors of
which shall be citizens of the United States, and no others,
may be registered as directed in this title. Foreign-built
vessels registered pursuant to this act shall not engage in the
coastwise trade: Provided, That a foreign-built yacht, pleas-
ure boat or vessel, not used or intended to be used for trade,
admitted to American registry pursuant to this section, shall
not be exempt from the collection of ad valorem duty provided
in section thirty-seven of the act approved August fifth, nine-
teen hundred and nine, entitled ‘An Act to provide revenue,
equalize duties, and encourage the industries of the United
States, and for other purposes.’ That all materials of foreign
production which may be necessary for the construction or
repair of vessels built in the United States, and all such
materials necessary for the building or repair of their ma-
chinery, and all articles necessary for their outfit and equip-
ment may be imported into the United States free of duty
under such regulations as the Secretary of the Treasury may
prescribe: Provided, further, Vhat such vessels so admitted
under the provisions of this section may contract with the
Postmaster-General, under the act of March third, eighteen
hundred and ninety-one, entitled ‘An act to provide for ocean
mail service between the United States and foreign ports, and
to promote commerce, so long as such vessels shall in all re-
spects comply with the provisions and requirements of said
act. Tolls may be based upon gross or net registered tonnage,
displacement tonnage, or otherwise, and may be based on one
form of tonnage, or otherwise, and may be based on one form
of tonnage for warships and another for ships of commerce.
The rate of tolls may be lower upon vessels in ballast than

412
upon vessels carrying passenger or cargo. When based upon
net registered tonnage for-ships of commerce the tolls shall
not exceed one dollar and twenty-five cents per net registered
ton, nor be less, other than for vessels of the United States
and its citizens, than the estimated proportionate cost of the
actual maintenance and operation of the Canal, subject, how-
ever, to the provisions of article nineteen of the convention
between the United States and the Republic of Panama, en-
tered into November eighteenth, nineteen hundred and three.
If the tolls shall not be based upon net registered tonnage,
they shall not exceed the equivalent of one dollar and twenty-
five cents per net registered ton as nearly as the same may be
determined, nor be less than the equivalent of seventy-five
cents per net registered ton. The toll for each passenger shall
not be more than one dollar and fifty cents. The President is
authorized to make, and from time to time amend, regulations
governing the operation of the Panama Canal, and the pas-
sage and control of vessels through the same or any part
thereof, including the locks and approaches thereto, and all
rules and regulations affecting pilots and pilotage in the
Canal or the approaches thereto through the adjacent waters.”

Such regulations shall provide for prompt adjustment by
agreement and immediate payment of claims for damages
which may arise from injury to vessels, cargo or passengers
from the passing of vessels through the locks under the con-
trol of those operating them under such rules and regulations.
In case of disagreement, suit may be brought in the District
Court of the Canal Zone against the Governor of the Panama
Canal. The hearing and disposition of such cases shall be ex-
pedited, and the judgment shall be immediately paid out of
any moneys appropriated or allotted for Canal operation.

The President shall provide a method for the determination
and adjustment of all claims arising out of personal injuries
to employees thereafter occurring while directly engaged in
actual work in connection with the construction, maintenance,
operation or sanitation of the Canal or of the Panama Rail-
road, or of any auxiliary canals, locks, or other works neces-
sary and convenient for the construction, maintenance, opera-
tion, or sanitation of the Canal, whether such injuries result
in death or not, and prescribe a schedule of compensation
therefor, and may revise and modify such method and schedule
at any time; and such claims to the extent they shall be
allowed on such adjustment, if allowed at all, shall be paid
out of the moneys hereafter appropriated for that purpose or
out of the funds of the Panama Railroad Company, if said
company was responsible for said injury, as the case may re-
quire. And after such method and schedule shall be provided
by the President the provisions of the act entitled “An Act
granting to certain employees of the United States the right
to receive from it compensation for injuries sustained in the
course of their employment,” approved May thirtieth, nineteen
hundred and eight, and of the act entitled “An Act relating
to injured employees on the Isthmian Canal,” approved Feb-
ruary twenty-fourth, nineteen hundred and nine, shall not
apply to personal injuries thereafter received and claims for
which are subject to determination and adjustment as pro-
vided in this section.

Section 6. That the President is authorized to cause to be
erected, maintained and operated, subject to the International
Convention and the Act of Congress to regulate radio com-
munication, at suitable places along the Panama Canal and the
coast adjacent to its two terminals, in connection with the
operation of said Canal, such wireless telegraphic installations
as he may deem necessary for the operation, maintenance,
sanitation and protection of said Canal, and for other pur-
poses. If it is found necessary to locate such installations
upon territory of the Republic of Panama, the President is
authorized to. make such agreement with said Government as
may be necessary, and also to provide for the acceptance and

INTERNATIONAL MARINE ENGINEERING

OcTOBER, 1912

transmission, by said system, of all private and commercial
messages, and those of the Government of Panama, on such
terms and for such tolls as the President may prescribe:
Provided, That the messages of the Government of the United
States and the departments thereof, and the management of
the Panama Canal, shall always be given precedence over all
other messages. The President is also authorized, in his dis-
cretion, to enter into such operating agreements or leases with
any private wireless company or companies as may best insure
freedom from interference with the wireless telegraphic in-
stallations established by the United States. The President is
also authorized to establish, maintain, and operate, through the
Panama Railroad Company, or otherwise, dry docks, repair
shops, yards, docks, wharves, warehouses, storehouses and
other necessary facilities and appurtenances for the purpose of
providing coal and other materials, labor, repairs and supplies
for vessels of the Government of the United States, and, in-
cidentally, for supplying such at reasonable prices to passing
vessels, in accordance with appropriations hereby authorized
to be made from time to time by Congress as a part of the
maintenance and operation of the said Canal. Moneys re-
ceived from the conduct of said business may be expended and
reinvested for such purposes without being covered into the
Treasury of the United States; and such moneys are hereby
appropriated for such purposes, but all deposits of such funds
shall be subject to the provisions of existing law relating to
the deposit of other public funds of the United States, and
any net profits accruing from such business shall annually be
covered into the Treasury of the United States. Monthly
reports of such receipts and expenditures shall be made to the
President by the persons in charge, and annual reports shall
be made to the Congress.

Section 11.
merce,

That section five of the act to regulate com-
approved February fourth, eighteen hundred and
eighty-seven, as heretofore amended, is hereby amended by
adding thereto a new paragraph at the end thereof, as fol-
lows:

“From and after the first day of July, nineteen hundred and
fourteen, it shall be unlawful for any railroad company or
other common carrier subject to the act to regulate commerce
to own, lease, operate, control, or have any interest whatso-
ever (by stock ownership or otherwise, either directly, indi-
rectly, through any holding company, or by stockholders or
directors in common, or in any other manner) in any common
carrier by water operated through the Panama Canal or else-
where with which said railroad or other carrier aforesaid, does
or may compete for traffic, or any vessel carrying freight or
passengers upon said water route or elsewhere; and in case
of the violation of this provision each day in which such vio-
lation continues shall be deemed a separate offense.”

Jurisdiction is hereby conferred on the Inter-State Com-
merce Commission to determine questions of fact as to the
competition, or possibility of competition, after full hearing, on
the application of any railroad company or other carrier. Such
application may be filed for the -purpose of determining
whether any existing service is in violation of this section and
pray for an order permitting the continuance of any vessel or.
vessels already in operation, or for the purpose of asking an
order to install new service not in conflict with the provisions
of this paragraph. The Commission may on its own motion or
the application of any shipper institute proceedings to inquire
into the operation of any vessel in use by any railroad or other
carrier which has not applied to the Commission and had the
question of competition or the possibility of competition de-
termined as herein provided. In all such cases the order of
said Commission shall be final. If the Inter-State Commerce
Commission shall be of the opinion that any such existing .
specified service by water other than through the Panama
Canal is being operated in the interest of the public, and is of

OCTrorReR, 1912

advantage to the convenience and commerce of the people, and
that such extension will neither exclude, prevent, nor reduce
competition on the route by water under consideration, the
Inter-State Commerce Commission may, by order, extend the
time during which such service by water may continue to be
operated beyond July first, nineteen hundred and fourteen. In
every case of such extension the rates, schedules and practices
of such water carrier shall be filed with the Inter-State Com-
merce Commission, and shall be subject to the act to regulate
commerce and all amendments thereto in the same manner
and to the same extent as is the railroad or other common
carrier controlling such water carrier or interested in any
manner in its operation: Provided, Any application for ex-
tension under the terms of this provision filed with the Inter-
State Commerce Commission prior to July first, nineteen hun-
dred and fourteen, but for any reason not heard and disposed
of before said date may be considered and granted thereafter.

No vessel permitted to engage in the coastwise or foreign
trade of the United States shall be permitted to enter or pass
through said Canal if such ship is owned, chartered, operated,
or controlled by any person or company which is doing busi-
ness in violation of the provisions of the act of Congress ap-
proved July second, eighteen hundred and ninety, entitled “An
Act to protect trade and commerce against unlawful restraints
and monopolies,” or the provisions of sections seventy-three to
seventy-seven, both inclusive, of an act approved August
twenty-seventh, eighteen hundred and ninety-four, entitled
“An Act to reduce taxation, to provide revenue for the Goy-
ernment, and for other purposes,” or the provisions of any
other act of Congress amending or supplementing the said act
of July second, eighteen hundred and ninety, commonly known
as the Sherman Anti-Trust Act, and amendments thereto, or
said sections of the act of August twenty-seventh, eighteen
hundred and ninety-four. The question of fact may be de-

termined by the judgment of any court of the United States of
competent jurisdiction in any cause pending before it to which
the owners or operators of such ship are parties. Suit may be
brought by any shipper or by the Attorney-Géneral of the
United States.

That section six of said act to regulate commerce, as hereto-
fore amended, is hereby amended by adding a new paragraph
at the end thereof, as follows:

“When property may be or is transported from point to
point in the United States by rail and water through the
Panama Canal or otherwise, the transportation being by a
common carrier or carriers, and not entirely within the limits
of a single State, the Inter-State Commerce Commission shall
have jurisdiction of such transportation and of the carriers,
both by rail and by water, which may or do engage in the
same, in the following particulars, in addition to the jurisdic-
tion given by the act to regulate commerce, as amended June
eighteenth, nineteen hundred and ten:

“(a) To establish physical connection between the lines
of the rail carrier and the dock of the water carrier by
directing the rail carrier to make suitable connection between
its line and a track or tracks which have been constructed
from the dock to the limits of its right of way, or by direct-
ing either or both the rail and water carrier, individually or
in connection with one another, to construct and connect with
the lines of the rail carrier a spur track or tracks to the dock.
This provision shall only apply where such connection is reas-
onably practicable, can be made.with safety to the public, and
where the amount of business to be handled is sufficient to
justify the outlay. Tate

“The Commission shall have full authority to determine
the terms and conditions upon’ which these connecting
tracks, when constructed, shall be operated, and it may, either
in the construction or the operation of such tracks, determine

INTERNATIONAL MARINE ENGINEERING

413
what sum shall be paid to or by either carrier. The provis-
ions of this paragraph shall extend to cases where the dock
is'‘owned by other parties than the carrier involved.

“(b) To establish through routes and maximum joint rates
between and over such rail and water lines, and to determine
all the terms and conditions under which such lines shall be
operated in the handling of the traffic embraced.

“(c) To establish maximum proportional rates by rail to
and from the ports to which the traffic is brought, or from
which it is taken by the water carrier, and to determine to
what traffic and in connection with what vessels and upon
what terms and conditions such rates shall apply. By pro-
portional rates are meant those which differ from the cor-
responding local rates to and from the port, and which apply
only to traffic which has been brought to the port or is carried
from the port by a common carrier by water. -

“(d) If any rail carrier subject to the act to regulate com-
merce enters into arrangements with any water carrier oper-
ating from a port in the United States to a foreign country,
through the Panama Canal or otherwise, for the handling of
through business between interior points of the United States
and such foreign country, the Inter-State Commerce Commis-
sion may require such railway to enter into similar arrange-
ments with any or all other lines of steamships operating from
said port to the same foreign country.”

The orders of the Inter-State Commerce Commission relat-
ing to this section shall only be made upon formal complaint
or in proceedings instituted by the Commission of its own
motion and after full hearing. The orders provided for in the
two amendments to the act to regulate commerce enacted in
this section shall be served in the same manner and enforced
by the same penalties and proceedings as are the orders of the
Commission made under the provisions of section fifteen of
the act to regulate commerce, as amended June eighteenth,
nineteen hundred and ten, and they may be conditioned for the
payment of any sum or the giving of security for the payment
of any sum or the discharge of any obligation which may be
required by the terms of said order.

‘Large Floating Docks

Owing to the recent departure of two large floating docks
from shipyards at Barrow and Birkenhead for Montreal and
Portsmouth respectively, there has been aroused a good deal
of public interest in floating docks. There has, however, been
some confusion as to the size of these docks, one of which
has been described as being the largest in the world, which
is not correct. The new floating dock at Portsmouth for
the Admiralty is of just the same size and design as that
built by Messrs. Swan, Hunter & Wigham Richardson, Ltd.,
Wallsend, for the British Admiralty, and sent to the River
Medway this summer. These twin floating docks, designed
to lift battleships up to 32,000 tons displacement, are the
largest yet built or owned in Great Britain, but still larger
are the 40,000-ton floating dock owned by the German Gov-
ernment at Kiel and the 35,000-ton dock belonging to Messrs.
Blohm & Voss at Hamburg.

PARTICULARS OF SOM OF THE LArGEst Froatinc Docks IN THE WoORLD.

Depth
Over
Dock. Lifting Length. Clear Keel Owners.
Capacity. Width. Blocks.
Tons. Bt: Ft. Ft:

Sl oooso000Kde 40,000 656 154 35% German Govt.
Hamburg ...... 35,000 720 108% 33 Blohm & Voss.
Medway ....... 32,000 680 113 36 British Admiralty
Portsmouth ....32,000 ~° 680 113 36 British Admiralty
Montreal - 25,000 600 100 27% Can. Vickers, Ltd.
Hamburg ......25,000 52534 108% 33 Vulcan Co.
IRWEL SSoboogeu 2,500 58434 111% 37 Austro-Hung. Govt.
Rio de Janeiro.22,000 550, 100 30 Brazilian Govt.
Hamburg ......20,000 511% 97 26 Reiherstieg Co.

414

INTERNATIONAL MARINE ENGINEERING

OcTOBER, I912

FIG. 1.—MOTOR SHIP MONTE PENEDO

Sulzer Diesel-Engined Ship for New York-Rio Service

BY J. RENDELL WILSON

During the past two years we have repeatedly declared that
the large motor ship has come to stay, and our statements
have been borne out by the success of such Diesel craft as
Selandia, Christian X., Vulcanus, Toiley and the numerous
Russian vessels.

Quite a number of shipping concerns of repute have or-
dered Diesel craft, consequently the various marine engineers
and shipbuilders in England and on the Continent have as
much work of this nature as they can undertake. That the
heavy oil engine is slowly ousting steam machinery from its

proud position may be gathered from the fact that Messrs.
Burmeister & Wain, builders of Selandia and Christian X.,
have nine more large motor ships under construction to one
steam vessel at their Copenhagen yards.

On Aug. 24 the trials took place at Hamburg of the Ham-
burg-South America Line’s new motor ship Monte Penedo, a
twin-screw vessel of 6,500 tons deadweight for the New York-
Rio service. One of the most interesting features about her
is that her Sulzer machinery is of the two-stroke type, so she
is one of the first large ocean-going vessels to be driven by

FIG. 2.—SULZER DIESEL ENGINE FOR THE MONTE PENEDO

Octoper, 1912 INTERNATIONAL MARINE ENGINEERING 415

this class of machinery, most all of the existing big motor
craft having four-cycle Diesel engines installed. Thus her
working will be closely followed by ship owners.

Monte Penedo is 350 feet in length by 50 feet beam, and
has a molded depth of 27 feet. By dispensing with stokers
there is a reduction in the engine-room staff of about ten
men, or a net saving of nearly $3,500 (£710) per annum.

Compared with a similar steamship the cubic capacity of

Wee exe

FIG, 3.—DYNAMO ROOM

ety,

i :
5 : ° iy = 2)
fuel space is about one-fourth, so that a cargo gain of about t = fa
9 . : _0 - Z
700 tons is effected, while owing to the small amount of room air i eB
required by the engines an additional 200 tons of cargo space it fe Bl
. . Shs 5
is gained, or goo tons altogether. E is
Monte Penedo’s engines weigh 150 tons complete, as against = a
. D 5 . 5 fis ~
the 400-ton machinery of a similar size steamship. Thus the + *
advantage of oil-engine power becomes apparent. Although ie 5
designed for a loaded speed of 10% knots this has been ts eg
; P ; =
exceeded, while on trial a speed of 13% knots was attained =a 3
running light. = 3
t- ==
|
El 8
Ve
te 19
ie 5
r Y
r I
i
te
-

FIG, 4.—UPPER PLATFORM IN ENGINE ROOM

The machinery installation consists of twin Sulzer-Diesel
engines for the propulsion of the ship and two smaller auxiliary
Sulzer-Diesel engines, directly coupled to a dynamo and a
“compressor, respectively. Both the main engines are of the
four-cylinder, single-acting type, working on the two-cycle
principle, and at 160 revolutions per minute give 850 brake-
horsepower, or a total of 1,700 brake-horsepower. (Cylinder
diameter, 18.5 inches; stroke, 26.77 inches.) The bed plates
are cast in three parts, and are of similar design to that of the
marine steam engine. Naturally the cylinders covers are con-
nected direct to the bed plates through steel columns, so that

416

the explosive stresses are transmitted direct to the bed plate,
leaving the body of the cylinders free from axial tensile
stresses. This is very important where two-cycle engines are
concerned, as the scavenging takes place through openings in
the cylinder walls. In addition to the vertical steel columns
cast iron columns are provided to take the transverse stresses

and to provide guide surfaces for the crosshead shoes. The

SSS

ZL.

SSS

;
y
N

FIG. 6.—SECTIONS OF ENGINE THROUGH
crossheads are provided with single-type guide shoes working
on plates bolted to the columns, and the shoes are lined on
their “ahead and astern’ surfaces with white metal; the guide
plates are adjustable and water-cooled. Planished steel plate
doors enclose the engines, through which there is ample space
for inspection and overhaul. Forced lubrication is provided
for all working parts, the oil being cooled and filtered before
being used a second time. A pump is fitted for the cylinder
lubrication, the oil first passing through a sight-feed.

A most important and interesting feature is that the work-
ing pistons are water-cooled, and the water, led through tele-
scopic pipes without stuffing-boxes, enters the piston head in
the form of a free jet. All main cranks are set at 90 degrees,
but the scavenging pump crank is set at an angle relative to
The scavenging
pumps are arranged on the forward ends of the crankshafts,
and are controlled by a piston valve driven from the crank-
shaft through Stephenson link motion,

With regard to the compressors, these are of the three-stage
type.

the working cranks to give the best balance.

The first stage serves as the crosshead of the scavenging
pump, and the remaining two stages are driven from the
All
Intermediate coolers are also
provided, so that throughout the whole process of compression
the air can be kept down to a suitable temperature. The com-
pressor pumps are provided with automatic valves, so that no

crosshead through a patented system of balance levers.
three stages are water-cooled.

special reversing gear is required.

INTERNATIONAL MARINE ENGINEERING

OcToBER, I912

Scavenging air enters the cylinders through two horizontal
rows of ports in the cylinder walls; the lower row is con-
trolled by the piston alone, while the upper row is controlled
by the scavenging valves and eventually covered by the piston.
By means of this upper row air to any desired quantity may
be introduced into the cylinder after the piston has closed the

ordinary scavenging openings. The exhaust openings are

<—==SS
St

I
Be
ee

WORKING CYLINDER AND AIR COMPRESSOR

arranged on the opposite side also in the cylinder walls. The
exhaust gases enter a water-cooled exhaust pipe leading to a
- silencer, from which they escape freely into the atmosphere.
This method of scavenging gives not only excellent results in
working, but from the point of view of simplicity of design
and safety is a decided advance on other existing methods,
for should a scavenging valve fail it is impossible for a charge
to escape into the exhaust pipe. The cylinder covers are very
materially simplified and free from the otherwise customary
multiplicity of valves and gear, for in consequence of this
design there remain only the fuel and starting valves to be
At the same time the reversing gear
is also simplified, and thereby easy to operate.

The maneuvering gear consists of two mechanisms, each
driven by a little .compressed-air engine through a
drive. One engine serves to rotate the camshaft through the
desired angle relative to the crankshaft, ‘and to put over the

mounted on the covers.

worim-

scavenging pump connecting rods into the required position
for ahead and astern running; the other serves to operate the
fuel and starting air valve gear for starting, running or stop-
ping.
should the maneuvering engines fai] through any cause what-
soever no time may be lost in carrying out the orders from the
bridge.

As may be seen from the photographs these maneuvering
engines are placed central on the front of the main engines,
and so near to one another that if need be one engineer can

Maneuvering may also be done by hand gear, so that

OcTouer, 1912 INTERNATIONAL MARINE ENGINEERING 417

control both main engines. A governor is fitted, which on machined on the periphery of the fly-wheel, which latter

the slightest increase above the maximum speed operates may be seen in the photographs.

direct on the fuel pump and cuts off the fuel. We now come to the auxiliary machinery, which consists of
The pumps for the various services are driven by means of two three-cylinder, single-acting Sulzer-Diesel motors of 8.07

balance levers from the crossheads of both No. 1 and No. 4 inches bore by 8.66 inches stroke, working on the four-stroke

cylinders, and are constructed on the customary ship design. principle. Both are of 50 brake-horsepower at their normal

They supply cooling water for the working cylinders, pistons, revolutions of 425 per minute. One is coupled direct to a

en Span a

cll

ill A St ll t Mi
i lil
:

nil

Q Qo

©)

at tH Oo) im
‘ayy { DY, »

folloile

(WMT

FIG. 8.—TOP VIEW OF SULZER ENGINE

compressor cylinders and inter-coolers, etc., and are connected dynamo, which serves for lighting the’ ship; the other drives
for sanitary and bilge purposes. It must, however, be under- a compressor for use in case of emergency or failure of the
stood that the sanitary and bilge pumps were designed to be ordinary air supply, but especially for use when entering or
driven off the main engines at the special request of the ship leaving a port, canal or in similar circumstances when large
owners, and in consequence the main engines appear some- quantities of air are required for maneuvering. The dynamo
what complicated. A compresed air-turning engine is mounted and its engine weigh 7 tons. The engine frames are built in
at the back of each main engine, and drives through teeth two parts and of box form, strengthened internally by col-

418 INTERNATIONAL MARINE ENGINEERING

umns, while the engines themselves are enclosed by light
planished steel plates, easily dismountable for inspection or
overhaul. On the cylinder heads the fuel, starting, admission
and exhaust valves are mounted, and are operated through
vertical rods by cams mounted on a horizontal shaft enclosed
in the engine frame. This cam-shaft is driven from the crank-
shaft through spur gearing. The valves and valve gear are
similar to the usual stationary four-stroke motor design. The
fuel pump is driven direct by the crankshaft.

An adjustable governor is fitted, which works on the well-
known principle of controlling the amount of lift of the suc-
tion valves of the fuel pump. An oil pump for cylinder lubri-
cation is cast in one with the fuel pump, the drive being com-
mon to both. Forced lubrication is provided for all bearings
and gudgeon pins by a pump placed inside the engine frame

United States Naval Collier

On March 23, just five months and seventeen days from
the laying of the keel, the Maryland Steel Company, Sparrow’s
Point, Md., launched the new collier Orion, thereby estab-
lishing a new world’s record for rapid ship construction. The
vessel was completed in nine months and three days, the
standardization trial taking place on July 9, off the Delaware
Breakwater course.

She is one of two sister ships, the other being the Jason,
now nearing completion at Sparrow’s Point, and has an over
all length of 536 feet, a length from the forward side of the
stem to the after side of the rudder post of 514 feet, a molded
beam of 65 feet and a molded depth of 39 feet 6 inches. The
vessels are classed A-1 for twenty years under the American
Bureau of Shipping and are built under the inspection of the
Navy Department.

GENERAL ARRANGEMENT

The Orion is built on the Isherwood patent system of longi-
tudinal construction, with the propelling machinery in the
stern. The cargo is carried in six large holds, which are
clear of stanchions, and by means of the topside tanks the
coal is self-trimming. Five holds are fitted with two hatches
each and the forward one with but one hatch. Forward of
the cargo holds, under the lower deck, are four deep tanks
for carrying cargo fuel oil. The inner bottom under the
holds is also fitted for carrying cargo oil, and with the deep
tanks has a combined capacity of 772,400 gallons. The topside
tanks extend the length of the holds and are for water ballast
only. The feed water is carried in the inner bottom under the
engine and boiler rooms. The coal bunkers have a combined
capacity of 2,248 tons and are fitted at each end and over
the boiler room with a reserve bunker on the berth deck
outboard of the engine room casing. The coal bunkers were
designed with special attention towards eliminating trimming.
A trimming tank is built between the after peak tank and after
engine room bulkhead. Two domestic tanks of 20 tons total
capacity are carried on lower deck aft of the engine room.

CoaLt-HANDLING MACHINERY

The contract requirement of handling 100 tons of coal out
of each hatch per hour created such enormous stresses that a
decided departure from the usual mast and booms was nec-
essary, and the builders decided that the same design of coal-
handling apparatus they developed for the collier Neptune
would be satisfactory. The builders’ wisdom in regarding
this problem strictly as a coal-handling proposition, and not
as a matter of appearance, was borne out when the operator
handled over 13714 tons of coal per hour at the official test.

Orion:

OctoBER, 1912

and which draws through a filter. The oil level can be read
off a conveniently-placed gage. On the forward end of the
auxiliary engines a semi-rotary wing pump, which is coupled
to the crankshaft, supplies water for cylinder and compressor
cooling.

The net weight of each main engine is 55 tons, or with all
pipes, air flasks, exhaust, silencer, etc., 77 tons, while the air
compressor and its driving motor weigh 6 tons, a total of 160
tons. The fuel consumption of each engine was proved on a
forty-eight hours’ run at normal working to be 0.46 pound
per brake-horsepower-hour; but as the pumps for the various
ship purposes are driven off the main engines the actual con-
sumption is much lower, so the vessel will be very economical
to work as far as fuel cost is concerned. The question of
repairs can only be determined in time.

Built in Record Time

This test took place at the Norfolk Navy Yard upon the
completion of the 48-hour run, the operator raising the bucket
to a specified height and distance outboard of the collier’s
side. The coaling booms are of a built-up type and are
designed for handling continuously a working load of 7,500
pounds under service conditions. To handle all the buckets
twenty-four Lidgerwood winches are installed, two of which
are of special design, with double drums for operating the
fore and aft trolley.
, Deck MAcHINERY

The deck machinery is composed of a Hyde steam
pump brake windlass, with two gypsy heads fitted for
warping and engines located on the deck below. A Hyde
capstan is fitted aft on the poop deck, with cylinders enclosed
in the base. The steering gear is the Hyde right and left
screw gear type, fitted with three wheels of hard wood for
hand steering and operated by a steam-steering engine con-
trolled by a telemotor operated from the bridge.

LivING QUARTERS

The crew of 152 men are carried tween decks forward and
aft, and 25 officers are quartered in a deck house on the poop
deck. The crew's quarters are finished in red cypress, the
officers’ and captain’s quarters and dining saloon in white
pine and white oak. The mess rooms and warrant officers’
quarters are in white pine and red cypress. The bridge house
is in red cypress and white oak. The trim in the galley,
pantries and bakery is of ash. Screen doors and windows
are fitted in the officers’ quarters, with Venetian doors to the
inside of all entrances to officers’ quarters. Steel bulkheads
are fitted around showers, water closets, pantries, galley,
bakery and lavatories.

The floors of the galley, bakery and pantries are covered with
a non-porous tile, the officers’ lavatory with a white vitreous
tile and the crew’s lavatory with asphaltum cement. Linoleum
is laid in the walking spaces of the crew’s quarters and other
necessary spaces and throughout in the petty officers’ quarters,
hospital and officers’ quarters.

Fowler & Wolfe radiators are installed throughout the
ship, with the system draining through a trap to a filter box
or condenser. Two Sturtevant direct-connected generating
sets of 25 kilowatts capacity are installed for lighting the
vessel and operating a 24-inch searchlight. Inter-communicat-
ing telephones are installed in the captain’s room, on the
lower bridge, aft on the poop deck, in the chief engineer’s
room and in the engine room. The wireless apparatus has a
radius of 200 miles.

OCTOBER, 1912

GAIN FROM LONGITUDINAL FRAMING

A feature that was observed on the Orion was that the
deflection due to the load was 71 percent less than that
observed on the collier Neptune under similar conditions.
The deflections taken for the above percentage were the
maximum in both ships and were taken at the same point.
The cargo on both ships at the time the deflection was read
was 10,500 tons of coal, 2,000 tons of bunker coal, 120 tons
of feed water and 130 tons of stores and crew.

Due to the saving in weight of the structure resulting from
the use of the Isherwood system, the Orion carried the
specified deadweight on a draft of 26 feet 10% inches in place

INTERNATIONAL MARINE ENGINEERING

419

and contains eight 40-inch inside diameter corrugated fur-
naces. The total heating surface is about 18,900 square feet.
A donkey boiler 8 feet diameter by 10 feet 4 inches long,
constructed for 200 pounds working pressure and located in
the bunker between the engine and fire rooms, is provided
for port use.

AUXILIARY MACHINERY

The usual number of auxiliary machines have been pro-
vided, consisting of two 14-inch centrifugal circulating pumps,
three long-stroke simplex feed pumps, a duplex fire pump,
sanitary and fresh water pumps, two large evaporators with
pump, two distillers with pump, an auxiliary condenser with

UNITED STATES NAVAL COLLIER ORION

of 27 feet 75% inches, as required by contract. This saving
means an increase in deadweight of over 500 tons, or an addi-
tional earning capacity of 4 percent on the same initial cost
and the same operating expense.

PROPELLING MACHINERY

The propelling machinery of the Orion represents the high-
est class merchant type. The two main engines were designed
with special reference to economy and are of the three-
cylinder, triple-expansion type. The cylinders are 27 inches,
46 inches and 76 inches diameter by 48-inch stroke, designed
for a. working pressure of 200 pounds per square inch.
All cylinders are fitted with piston valves. The crank
shaft is 1434 inches diameter, in two pieces. One main
air pump, two bilge pumps and an oil pump for forced lubrica-
tion to the thrust block are direct connected to each main
engine. The main condensers are independent of the main
engine framing and are located just outboard of each main
engine.

As the machinery is in the stern, there is only one length
of line shaft. The propellers are of the three-bladed, built-up
type, with cast steel hubs and manganese bronze blades. They
are 16 feet 6 inches diameter and 18 feet mean pitch, and
the trials of the Orion demonstrated that these wheels admir-
ably suited the required conditions,

There are three double-end Scotch type boilers operating
under the Howden’s system of forced draft. Each boiler
is 15 feet 10% inches mean diameter by 21 feet 4 inches long

attached pumps for port use, a pressure-type feedwater heater,
two forced draft fans and a two-ton refrigerating plant. As
the double bottom carries cargo, oil or ballast, there are two
duplex pumps in engine room, cross connected to either
service.
TRIALS

The 48-hour endurance trial run of the Orion, which was
started July 10, proved very successful, the machinery run-
ning smoothly throughout, showing the following results:

AVERAGE FOR Forty-EIGHT Hours

Revolutions per minute, average both engines. . 05
Average steam pressure at boilers, pounds..... 195
Average steam pressure at engines, pounds.... 192
Average air pressure in ash pit, water........ I in.
Average I. H. P. both main engines........... 6,043
INOARS Sead tiosr mw, VENOLS. .oshboccacdooood 14.468

The African steamer Abosso
Messrs. Harland & Wolff, Ltd., Belfast, for the African
Steamship Company, London (Messrs. Elder, Dempster &
Company, Ltd., Liverpool, managers). The new vessel is
425 feet long between perpendiculars and 57 feet beam, with a
gross tonnage of about 8,000. The propelling machinery,
driving twin screws, consists of two sets of four-cylinder,

was launched recently by

quadruple-expansion balanced reciprocating engines, also con-
structed by the builders of the vessel.

420

INTERNATIONAL MARINE ENGINEERING

Ocroper, 1912

The Steamship Mills—A Floating Fertilizer and Oil Factory

BY.

There are few ports which the fertilizer and oil-factory
steamship Mills of Philadelphia makes which do not show
great interest in the curious craft which captures millions
of fish in a month and converts them into valuable products.
Few indeed are the visitors allowed on board of this curious
craft, and fewer yet are those who know that it is electricity
which catches the fish, presses the oil out of them and grinds
them up into fish scrap and fertilizer. Also it is this force
which calls this craft to the fishing ground and summons
other craft to take off the products when she is working at
her full capacity, for, besides having all the machinery in-
volved in the manufacture of fertilizer operated by electricity.

STEAMSHIP MILLS IN DRYDOCK

the Mills is provided with a powerful wireless plant. Nor
is even this all that the electric plant on board of this unusual
boat-factory does. In the busy season, which lasts from
early spring into the late fall, the ship is at work all day
and night taking in fish; and, to keep the work going at night
as well as by day, are lights and searchlights are called into
use, which illuminate the ship so that the work is carried on
uninterruptedly. There is some controversy as to whether
the lights do not aid in attracting the fish to their destruc-
tion; but be that as it may, this boat, with its insatiable
appetite for fish, never goes hungry from May till November,
and brings back to her owners at the end of the season a
million dollars’ (£205,300) worth of products in oil and
fertilizer.

The Mills is a ship of interesting history, and could she but
relate her own experiences would tell a strange tale. A story
of years of service, first as a suction dredge, later as a coast-
wise freighter, and finally as a fertilizer factory; for she had
been converted from one calling to another three times now,
and this promises to be her last if the profits she made for

EDWARDS

her owners during her first year of service as a fishing vessel
is any criterion. To the casual onlooker she looks much like
a torpedo-boat destroyer of the latest pattern, with many
more than the required number of masts. These are the
ventilating ports for the storage bins, through which electric
blowers force the impure air from the inside. The Mills is
not intended for speed and can make but slow progress, but
for holding a large cargo she is unsurpassed. Some idea of
the demands made upon the boat may be gained from the fact
that she has to keep enough supplies on hand to feed her
crew of 160 men for two weeks to a month at a time. She
has to supply storage room for ten thousand barrels of food
fish, and every day she converts the menhaden caught into
eight hundred barrels of oil and twenty tons of fertilizer.

The Mills carries a complement of 160 men, divided into
two shifts, one for day and the other for night work. When
a school of menhaden fish is found, nets are slung over the
side of the vessel and hauled in by electric hoists till the
storage bins are full. Then the process of manufacture
begins.

Screw conveyors, driven by motors, carry the fish into
smaller receiving tanks and automatically feed them into
steam cookers, and in a few minutes the fish are reduced
to small particles. Then the cooked fish is forced through
a rotary press to extract the oil, which is conveyed to testing
tanks. Here, after it is found to be sweet and pure, it is
cooled and allowed to flow into storage tanks of 2,000 barrels
capacity. The fish scrap or fertilizer, from which all the oil
has been extracted, is blown by an electric fan and dried as
it is forced by the draft into other storage bins, where it is
bagged as it arrives. This fish scrap is very inflammable, and
the room in which it is stored is protected by an electric
thermostat which notifies the commander in case of fire and
allows it to be flooded at once.

As the menhaden are hauled up from the water by the
nets, thousands of good food fish, such as bluefish, haddock
and flatfish, are brought along with them. They are not good
for oil and are worth a great deal for food, so they are
sorted out by the workmen and placed in cold storage in a
room which is electrically refrigerated by means of cold air
and an ammonia cooling plant. Of course, it is not always
possible for the boat to find schools of menhaden, and when
they are not so plentiful smaller vessels are employed to do
the fishing and bring them to the Mills, which acts only as
a factory. The menhaden is an unusually prolific fish, though,
and large schools are frequently discovered by smaller scout-
ing vessels, which pass the word to the fertilizer ship by
wireless, and she steams immediately to the scene of action.
The fish look like herring, but are not edible, and when the
Mills finished up her season last year she was fishing in a
school off Nomans Land and extending to the South Shoal
Lightship, a distance of eighty miles. The school was sixty
miles wide.

When the storage tanks and bins are full, the wireless .is
called into use to summon barges and tugs to remove the
cargo to the nearest shipping point. By this means a great
deal of time is saved and the boat is always operated at its
full capacity. While the Mills is an experiment, her first
season last year netted her owners a handsome profit, and
they express themselves as entirely satisfied; although it cost
seven hundred thousand dollars (£143,600) to equip the boat
with the electric and other apparatus necessary for her to
carry on her work. The menhaden oil is an extremely useful
material, essential in the tanning of leather, and recently a
new use has been discovered for it in the mixing of paints.

OCTOBER, 1912

INTERNATIONAL MARINE ENGINEERING

A42t

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and
Auxiliaries; Breakdowns at Sea and Repairs

Reliable Hand Wheels on Drain and Relief Valves

Most marine engineers have been annoyed at some time by
the wooden hand wheels on drain and relief. valves, sight-
feed lubricators, etc., from their cracking and falling off on
account of the heat, moisture and oil. On my job I have had
all the wooden handles replaced with wheels made of red
fiber, which have stood now for two years where wooden ones
did not last a month. I have never seen any other hand
wheels fixed in this manner, so this may be something new
to many of the readers. GREAT LAKES.

Strange Noises

When going down the river on the trial trip of a small
coaster peculiar sounds, which had escaped the ear of the man
in charge, were noticed by the engine designer.

On going around the engines he had the impression that
these emanated from the air pump, which was of the re-
ciprocating type, directly connected to the main engine by the
usual lever arrangement; it had Kinghorn disk valves for
foot, bucket and delivery, with access door to each set, and a
snifting valve on the suction branch.

Now, the designer’s impressions were verihed
lifting the snifting valve a pronounced knock was heard; he
also noticed that on the down stroke some water was squirted
out, pointing to a suction valve remaining open. By this time
the ship was on the mile course, and it was with reluctance
that the shipbuilder, anxious to get through the trials quickly,
agreed to stop. On removing the access door to the foot
valves the cause of the trouble was exposed. A piece of
waste having been left in one of the pipes had choked the
This removed, the door was replaced, and in ten
ENGINEER.

when on

valve.
minutes all was running sweetly.
Dumbarton, N. B.

Fracture of a Rudder Head
While the steamship was bound from New York
to several ports in South America and steaming against a

heavy and strong head sea, the rudder head fractured be- |

tween the quadrant and the main deck through which the
rudder post went. The fracture extended from one side of
the head to the other, and took a vertical direction along the
head for about two feet.

The ship was fitted with twin screws, so that we were in a
way able to bring her head-on to the sea and prevent further
damage; for if we had got broadside-on to that mountainous
sea I think we would certainly have fared very badly, and
perhaps with fatal results.

Well, we set to work, and the deck officers made several
attempts to rig jury rudders, but each time the sea carried
all away. The engineers then tried to help matters a bit by
lashing the broken parts together with 34-inch chain, but this
was broken like twine. We then decided to try and utilize
the spare cast steel bottom end, but, as it was too long to go
between the bearing and the quadrant head, one side check
of each brass had to be cut off. This was done by our drilling
twenty-two 34-inch holes around the flange and splitting it off
with a drift pin. The bottom ends were then tried in place,
but as the rudder post was only 10 inches in diameter and

the crank pin was 13% inches diameter, we found it necessary
to use packing. This was done by wrapping the 34-inch chain
that broke around the fracture several times, and then secur-
ing the whole with the bottom end, which was bolted together
with the spare top-end bolts; these being shorter and less in
diameter, were easily fitted. It took us eighteen hours to
complete the repair, and I must say it made a thoroughly
sound job, enabling the ship to weather an exceptionally heavy
storm for twenty-four hours after the repair was completed.
Nothing of any note happened for the remainder of the voy-
age, and when we struck the first port thorough repairs were
completed. 1, Jo Ss ING

Another Word as to the Use of Graphite in Boilers

Since the publication of my letter in the July issue of your
magazine I have received several letters from various brother
engineers, asking the kind of graphite 1 found best suited for
removing scale and preventing corrosion in steam boilers.

Now I should like to caution my brother engineers against
some of the cheap grades of graphite that are now being
offered on the market for cleaning boilers and preventing
scale formation. These inferior. grades cannot with safety
be introduced into steam boilers. In the first place graphite
of this kind is too impure, containing as a usual thing from
20 to 50 percent graphite carbon.
clay, silicate, etc., which means that for every Ioo pounds used
there would go into the boiler from 50 to 80 pounds of scale-
forming substance, which, together with the impurities natur-
ally carried in the feed-water, would be too much for the 20
to 50 pounds of graphite carbon to handle.

Then, again, these cheap grades are only coarsely ground,
whereas graphite to do the work which it should do in a
boiler should be so impalpably fine that it will remain sus-
pended in the water of a boiler in operation, and in circulating
through it prevent by its mechanical action the formation of
hard scale so difficult to remove.

I have found that amorphous graphite will give the best
results, both for lubricating purposes and for removing and
preventing scale formation. Flake graphite will not do the
work as well as the amorphous will. The graphite mined in
Mexico I have found from experience to be the best for
steam boilers.

I hope that my letters will be the means of helping a good
many of my brother engineers to get away from hard scale
troubles, and without the use of strong chemicals.

Norwich, Conn. W. V. Forp.

The impurities consist of

The Repair of a Broken Stern Gland

There is a fine old Latin proverb which compresses a lot of
marine engineering truth into the two words festina lente,
which being interpreted means that there is no use in getting
excited. Very often it pays a man to spare the time neces-
sary to get out his pouch and fill his pipe before setting in to
put things right which appear to be going to the dickens. There
are cases, of course, where prompt action is the only way to
save the ship, but there are other occasions when the cautious
attitude of a dog tackling a hedgehog has to be observed. The
matter in hand has to be looked at up and down, and likewise
crosswise before anything is done.

422

This sermonette is prompted by a busy time which the engi-
neers on board one vessel had, owing to the undue strenuous-
ness in putting things right to start with. The original cause
of the trouble was that a junior engineer had been told off to
tighten up the stern gland a little. He had done it more than
a little and had not set it properly. The result was that the
eland warmed up beautifully, and when the trouble was dis-
covered the ship’s bacon could have been done to a turn upon
it. Unfortunately the engineer who discovered the mess was
of an energetic nature. He turned on a cock on the aft-peak
ballast tank bulkhead, which let a stream of cold sea water
onto the stern gland. The sudden contraction was too much
for it and it broke as indicated in the sketches.

Of course there are other and more gradual ways of cooling
off an overheated bit of metal, and the engineer would prob-
ably have thought of them if he had given himself time. It

SKETCH OF REPAIRS TO BROKEN STERN GLAND

may be interesting, however, to describe how the trouble was
got over. The engines, of course, had to be stopped, and the
way the repair was carried out is also indicated in the sketches.
A band was first made out of a strip of 14-inch plate, long
enough to go round the circumference of the gland flange, and
at its ends there were riveted two lugs of stout cross-section,
as shown in the sketch. Through holes in these lugs a 7-inch
bolt was passed, and when this had been tightened up the boit
gripped the flange of the gland and drew the broken parts
tightly together. When this was done a piece of boiler plate
14 inch thick was taken and pieces cut out of it of the shapes
shown in the sketch, so that the two fitted fairly accurately
together and encircled the shaft. The division between them
was, of course, necessary in order to get the plate over the
shaft. These pieces of plate were then held in place on the
gland, and 5¢-inch tapping holes were drilled through the plate
and into the flange. When these were tapped and 5¢-inch tap
bolts were screwed in, the two broken halves were secured
firmly together, and the repair held for two and a half months
without any trouble before it was feasible to get a new gland
All the same, festina lente is a very good motto.

Ts To We,

put in.

A Curious Marine Mishap

When the American steamship Virginian and the British
tramp steamer Strathalbyn collided off Three Tree Point,
half-way between Seattle and Tacoma, one night last winter,
it resulted in one of the most serious marine mishaps on Puget
Sound in years. While only one life was lost the damage to
the two big steamships approximates $100,000 (£20,500). The
Strathalbyn was repaired at the plant of the British Columbia’
Marine Railways, Esquimalt, B. C., while the Virgiuuan went
into service again after repairing in Seattle at the plant of the
Seattle Construction & Drydock Company.

The Virginian, 5,077 net tons, of the American-Hawanan
Steamship Company, was proceeding to Tacoma to complete
loading for the Hawaiian Islands. The Strathalbyn, 3,602 net
tons, of the “Strath” fleet, owned by William Burrell & Son,
of Glasgow, was bound from Tacoma to sea with 3,500,000
feet of lumber for Sydney. Both vessels were in charge of
licensed pilots. At the time of the accident, which occurred at
about 8 o'clock, the night was dark but clear, with a light rain
not sufficient to obscure the vision.

INTERNATIONAL MARINE ENGINEERING

OcroBER, 1912

The testimony of the officers of the two steamers conflicted
in important details. The burden of the story of those on the
Strathalbyn was to the effect that the British steamer blew
one whistle for passing port to port. At that time both the
red and green side lights on the Virginian were visible. Re-
ceiving no answer from the American vessel, the Strathalbyn
again blew one whistle, no response being made. By this
time the Virginian’s red light disappeared. Then the
Strathalbyn’s helm was ported and her engines stopped. One
minute later the Strathalbyn again gave one whistle for the
Virgiman to pass her to port, the Virginian, whose green
light only was visible, again failing, it is claimed, to answer.
Then the British tramp backed full speed astern, sounding
several blasts in quick succession as a danger signal. Three
blasts came from the Virginian in response thereto.

On the other hand, officers of the Virginian state emphatic-
ally that they saw no lights on the Strathalbyn until the latter
hove in sight, and it was too late to avoid the collision. Pas-
sengers and officers on local seamers which passed the
freighters a short time before the mishap testified that they
saw the Strathalbyn’s lights, but added that they were dim.
The master and officers of the Strathalbyn admitted that the
steamer’s electric light plant went out of commission just
prior to leaving Tacoma, but they claim that oil range and
side lights were substituted sufficient for all purposes. Sifting
the entire testimony, which is conflicting in the extreme, there
seems to be no clear reason for the mishap, and it is likely
that the resulting libel cases from both parties will be in the
courts for adjudication for a line time.

Notwithstanding the severe injuries to both vessels, the
niasters refused assistance and both proceeded to Tacoma,
where the Virginian arrived three hours later and the
Strathalbyn, seriously crippled and with No. 1 hold filled with
water, stem almost submerged and a heavy list to starboard,
five hours after the mishap. The Virginian was not badly
injured, and at Tacoma continued to work cargo. The
Strathalbyn made fast to a buoy, but the next morning she
began taking water at such an alarming rate that she was
beached on the flats, where, as shown in the accompanying
photograph, she appears like a total wreck. The lumber
cargo was discharged from No. 1 and No. 2 holds, the water
pumped out, and when the vessel righted it was seen that
the damage did not extend below the water line. In this
condition she steamed from Tacoma to the Esquimalt dock
at Victoria, B. €. It was found that when lying at the buoy
with a serious list water was pouring below through the venti-
lators, making beaching necessary.

In the accompanying photographs is told an interesting
story of the mishap. Incidentally they show how much more
seriously the British steamer was damaged, testifying to the
better material in and construction of the American vessel.
Striking the Strathalbyn on the latter’s port bow, the imprint
of the British tramp’s port anchor is easily seen on the star-
board bow of the Virginian. The Strathalbyn’s stem was
twisted many feet to starboard, and in the photograph her
port anchor is seen about where the starboard anchor should
be. On the starboard side of the Strathalbyn the forecastle
was completely torn away, the plates being crumpled up for a
distance of 10 feet below the main deck aft to 8 or 10 feet into
No. t hold. The wreckage hung overboard on the starboard
side for 8 or 10 feet beyond the side of the vessel. In this
mass of crumpled plates the body of the one victim of the
mishap was found. Until the wreckage was cleared away he
was thought to have been washed overboard. When the
Strathalbyn left Tacoma, this wreckage, weighing about 20
tons, was released and dropped into deep water. The photo-
graph also shows how the forecastle was laid open and how
the starboard anchor and chain were pushed aft to almost
abreast of the foremast. The photograph was taken while the

OCCcTOBER, 1912

INTERNATIONAL MARINE

ENGINEERING 423

WRECK OF THE STRATHALBYN

DAMAGED BOW OF THE VIRGINIAN

Strathalbyn lay beached in Tacoma harbor, and she was the
most curious spectacle of a marine mishap seen hereabouts in
many years. Repairs are estimated to cost about $60,000
(£12,300).

For repairing the Virginian the specifications called for

removing the stem from the upper deck to the first scarf, fair-
ing and returning; renewing six plates on the port side, re-
moving and fairing two; five new plates on the starboard bow,
four to remove and fair and one to repair and fair in place;
on the port side two frames to fair in place, and on the star-
board side three frames to renew and six to fair and replace.
The two breast hooks were also faired. There was some
damage below the waterline extending into the fuel oil tank
in the forepeak. The injury on the starboard side included
a rip about 12 feet long and ro to 12 inches in width above the
oil tank. Above this, four plates were found punctured on
starboard side. On the port side one plate was punctured and
others bent. Compared with the Strathalbyn the Virginian
fared very well. The Virginian was repaired by the Seattle
Construction & Drydock Company, time allowed being eighteen
days. The contract included docking at Puget Sound Navy
Yard, as no other dock on Puget Sound could accommodate
the vessel. At first the owners figured on making only tem-
porary repairs here, later docking and repairing permanently
at San Francisco. However, the local firm made an atrac-
tive offer and all the work was done here.

The local board of United States Steamboat Inspectors,
after hearing considerable testimony in this. case, have
reached the conclusion that they have no jurisdiction. On
Puget Sound pilotage is not compulsory for vessels under reg-
istry, and pilots operating in these waters on vessels under
registry are subject only to State officials. As a result the
entire matter will be decided in the courts, the Federal in-

spectors having decided to take no action whatever.
Seattle, Wash. Re, (C, lealieeze,

An Effect of Galvanic Action
Marine engineers are too often absorbed by the routine of
their daily duties to bear in mind the more extraordinary
causes of breakdown, but occasionally occurrences come round
which remind them that one cannot be safe without keeping
one’s wits and eyes about. It is, of course, a well-known fact

424

that dissimilar metals have a galvanic action upon one an-
other, especially in the presence of a good conductor of elec-
tricity, such as salt water. If these two metals are in contact
with one another and exposed to sea water, local electric cur-
rents are set up which eat up the material from which the
electric “cell” is formed. The same thing is sometimes taken
advantage of in boilers in order to direct corrosion from the
boiler plates and tubes to some material that does not matter
so much when a block of zine is hung from one of the stays
and dipping in the boiler water. The zinc becomes eaten away
instead of the iron.

Sometimes, however, this action is not in favor of but
against safety, and designers of vessels must occasionally
forget about it, or else an incident such as the one about to
be described would not have taken place. On one occasion,
while a ship was under steam, one of the boilers was being
blown down, when, without any warning, the blow-down cock
on the ship’s side fell down out of its place, and there was a
heavy inrush of sea water. The boiler was, of course, at once
shut off, and the stream of incoming water into the stokehold
was stopped for the.time being by hammering a plug of soft
wood into the ship’s side.

The trouble was as indicated in the first illustration. The
spigot on the blow-down cock casting, which was of brass,
passed through the ship’s side in order to carry the water over

FIG. 1 FIG. 2

the plate. Owing to the contact of the steel of the plate with
the brass of the spigot in the presence of sea water a galvanic
action had been set up which had the effect of corroding the
ship’s side. This, of course, could not be seen, and so was
undetected until the corrosion had eaten its way so much
towards the bolt holes securing the flange of the cock to the
side of the ship that the plate was too weak to stand and the
cock fell away. The area of corrosion is shown shaded in the
sketch.

The way in which a temporary repair was effected, suf-
ficiently good to keep the cock in commission till the vessel
reached the home port, can best be understood from the second
illustration, which shows a view of the repair from the inside
of the ship. A strong iron band was made out of 34-inch
iron, long enough to pass from one of the ship’s side frames
to the other across the location of the opening, and shaped so
that when tightened up it would bear on the cock so as to
press its flange against the unbroken portion of the plate. A
rubber insertion joint was then cut suitably to make a water-
tight joint between the flange on the blow-down valve and the
sound portion of the plate. The wooden plug was taken out
again and the cock was put in place with the insertion joint in
position, the iron band was then put on and screwed tightly
in place, and finally the disused bolt holes, which, of course,
were letting water through freely all the time the repair was
being effected, were plugged up with wood.

This, of course, could not be regarded as a permanent repair,
and on arrival at the home port, where full engineering
facilities were available, a %-inch covering plate made of brass
was fixed to the outside of the ship’s side, as shown dotted
in the first figure, and the blow-down cock was secured to this
by means of bolts passing through the holes in the flange. This
effected a permanent job which was satisfactory.

J. B. Brooks.

INTERNATIONAL MARINE ENGINEERING

OcroBER, 1912

Total Breakdown of High=Pressure Engine

The steamship B——— broke down while at sea on a
voyage from London to Constantinople with a general cargo.
She was towed into the nearest port, which happened to be
Cherbourg, in France. i va

Upon the surveying engineer examining the engines, it was
found that the forward one was shored up from the keelson
by means of spars cut for the purpose, and shored sideways
to the bunkers and vessel’s side. This we had to do to
prevent the cylinders coming down bodily after the accident,
owing to the cutting away of all forward support (which |
will endeavor to explain later on) and the rolling of the
vessel.

Upon further examining the machinery it was seen that the
accident was due to the fracture of the connecting rod bolt
in the bottom end of the rod, and the fracture extended for
about three-quarters of the entire length of the bolt.
fracturing of the one bottom end bolt had the effect of
shearing the fellow bolt close up to the nut end. The metal
of the bolt which fractured showed itself to have been very
reedy, and that only about one-half of its area was available
for work. This flaw may have existed from the first and yet
not be visible on the surface.

Owing to the fracture of these bolts the piston, with its rod
and the connections of the forward engine, had made a vio-
lent stroke upwards which broke several of the studs securing
the cylinder head and started them all. The steam by this
time had ‘been admitted on the top side of the piston, causing
it to make a down-stroke with greater violence still, the result
being that the foot of the connecting rod struck the starboard
cast iron column of the forward engine, completely severing
it at the foot, and displacing it to the extent of about 6 inches.
It was also cracked half round just below the surface of the
slipper, and it had also started on the top at the foot of the
cylinder, the bolts next the center line of the engine being
broken.

While the connecting rod was in the position mentioned
the crank of its engine was brought round by the after
engine, and-struck the rod just above its foot, bending the
latter in two directions, and also bending the piston rod cross-
head in one of the bolt holes. This caused the slippers (or -
shoes) to be immovably jammed between the guides, the ten-
dency of the cross-head being to ‘force the guides apart.
This no doubt caused in some measure the displacement of
the starboard column and the fracture in five places of the
port or condenser columns.

It was impossible to send the vessel home without. effecting
temporary repairs; but the question was where to get any
shop assistance, the only establishment approaching an engi-
neer’s workshop being what we would call out here a black-
smith’s shop. This shop contained five fires, two small lathes,
a drilling machine and a steam hammer. When we set eyes
on the latter tool we entertained great hopes, as wrought iron
was the only material for such a repair. But to our dismay
we found the firm had not enough steam at their command
to use the hammer. Castings could not be obtained except
from a great distance, but then there were no pattern makers,
consequently inquiries were made concerning getting work
done by the navy yard authorities, but they would give us no
assistance unless a private firm could not be obtained to
undertake the work, and that private firm had to make a
declaration to that effect. This the firm declined to do. It
was: remarked that it would take them three months to do the
work. Their answer was that that was possible, but that
they would “do it in time,” and would make no declaration of
inability. Consequently we had to make the best of the ap-
pliances at our command, and the ship’s firemen were turned
into machinists, work which they did, most willingly, and

This ~

OCTOBER, 1912

worked night and day, making use of the little workshop to
the best advantage.

We commenced to disconnect the disabled engine, and it
was with the greatest difficulty that the connecting rod could
be disengaged from its position, the withdrawal of the guide
plates jammed by the bent cross-head being an operation of
great difficulty with the appliances at hand. However, after
nearly three days’ work the connecting rod and guide plates
were got out. The cylinder head was next lifted out, with
a view to drawing the piston and removing the piston rod in
order to straighten it. We got two disused dredger links,
and we used them together with two 1'%4-inch screw plates
and nuts to draw off the piston from the rod, but found
it to be immovable, at the same time using a 4-cwt. stee!
ram, worked by ten men, to strike the end of the piston
Finding that this failed we built a charcoal fire around the
piston eye, which we kept going without any successful re-
sult. We next tried sulphuric acid around the cone of the
piston rod for several hours, and then the ram was again
used for some hours, but still the rod would not start.

It was then decided to break off the tail end of the piston
rod, which works through the cylinder head; we did this, and
the fracture then showing it to have been half broken
through already. The only plan left was either to split the
piston or drill out the piston rod, both serious questions,
the one method entailing a casting, the other the welding
on a new cone and screw to a piston rod 434 inches in
diameter at a common smith’s fire and by hand, this weld
having to stand the whole stress of one engine. It was ulti-
mately decided to adopt the latter method.

After this had been accomplished it required several blows
with the heavy ram to start the rod. On examination it was
found that the piston rod had been driven 34 inch over the
cone and into the piston, and yet the piston had not split.

Having got the piston, piston rod and connecting rod out,
ready for heating and straightening, the cylinders were then
lifted by means of shores and wedges, and endeavors were
made to wedge the broken columns back into place. This
having been done, and some small pieces of 34-inch boiler
plate having been found in a store yard, the patches were
begun. The one on the starboard column foot was sup-
plemented with a plate inside. The plates had to be worked
hot to place, and were secured by 1-inch bolts and nuts, the
holes being drilled and tapped.

It was in the meantime that we decided to support the
engine by means of wrought iron ties and struts, leaving the
broken columns the duty of supporting the guide bars only.
We then procured some lifeboat davits, 3 inches diameter,
from the navy yard, as used on the warships. These were
used to construct the ties and struts which were already in
place.

Our next job was to straighten the piston rod; it was got
fairly true and quite sound. We next had to weld a new end
on the piston rod, and I am glad to say that this was done
in a most satisfactory manner. The piston rod had then to
be turned up, when, upon examining the finished collar, it
was found to be cracked half-way round its circumference.
We could not procure a new rod for a long time, perhaps for
weeks, so we set about another plan. A hole 214 inches
diameter by 8 inches deep was drilled through cross-head and
up into the piston rod, and into this was screwed a 2!4-inch
fine threaded steel screw, and in addition we had forged,
bored and shrunk on a wrought iron clip, which was again
secured to cross-heads by means of two turned bolts.

The connecting rod was in the meantime got approximately
true, and the connecting rod keep having been straightened
as well as the cross-head bolts. The reconnection of the
engines was then proceeded with, and we had considerable
difficulty in getting all fair, having to use a pair of old and

INTERNATIONAL MARINE ENGINEERING

425

nearly wornout connecting rod brasses instead of a pair of
This made the connecting rod bolts 34
making of a new

new ones in store.
inch too long, which necessitated the
wrought iron keep.

Well, after a bunch of hard work we got the engines to-
gether again, and everything being coupled up and finished,
steam was got up and the engines started and kept running
for twelve hours. No signs of springing, heating or weakness
having developed the vessel proceeded on her voyage. The
engines drove the vessel from Cherbourg (France) to London
at an average speed of 6 knots without mishap or stoppage.

Upon our arrival in port, and on an examination being
made, it was found that the temporary repairs had stood
well, there being no signs of failure or weakness in any of
the many patches or stays. The machinery, however, had
been so strained that it was necessary to completely dismantle
the engines, consequently the cylinders and their connections,
pistons, piston rods, connecting rods, valve gear, engine
columns, air pump buckets, links and cross-heads, feed and
bilge pumps, circulating pump, crankshaft and brasses were
all removed from the vessel to the shops. The removal of the
cylinders necessitated the lifting and repairing of the engine-
room skylight.

Upon examining the various details it was found that the
boxes of the cylinders, having been cut owing to their having
become out of line, due to the strain caused by the rolling of
the vessel before the forward engine was secured by shores
at the time the columns were cut away, it was necessary to
remove them. Two new pistons, complete with brass bolts,
had to be supplied and fitted, the forward one having been
destroyed at the time of the accident, and the after one being
too small for the rebored cylinders. A new forward piston
rod and cross-head was necessary to replace the broken one
at time of accident. A new slide rod’ complete had to be
fitted to the forward engine, the old one being found to be
cracked at the neck. The connecting rod of forward engine
had to be straightened in the fire and fitted with a complete
set of new brasses. The connecting rod of the after engine
also required new brasses, the old ones having been worn all
away owing to the distortion of the centers of the engines.
Two new columns with guide plates and air pump lever
bracket were supplied and fitted complete to replace the ones
cut away at the time of the accident. The air and circulating
pump levers, links and gudgeons required overhaul. A new
air pump, head valve and guard were fitted, the old ones
having been broken at the time of accident. A new set of
India rubber valves had to be fitted to replace those destroyed.
A new trunk had also to be fitted to the circulating pump
cover and also new valves. The starting, reversing valve and
throttle valve gear had to be overhauled and adjusted. The
main steam pipe required repairing and testing, as did also
the steam connections to the donkey in connection with it.
The crankshaft had to be lifted and adjusted. The same was
also done to all the propeller shafting.

The propeller needed rekeying. The water service for crank
pins and crankshaft bearings had to be replaced. A set of
new lubricators had to be supplied, the old having been de-
stroyed. The pressure gages were retested. The main con-
denser was overhauled and 51 tubes were found to have
started, and these were made good. New indicator cocks and
pipes had to be refitted to replace old ones damaged. A new
gland and neck bush had to be fitted to the after cylinder,
the original one being much cut owing to the accident.

The necessary work was completed in six weeks (the tem-
porary repairs having occupied only twenty days), from
which the serious nature of the accident will be seen, when
so long a time was occupied in remedying defects at a mod-
ern engineering shop with every appliance for the speedy
execution of repairs. 195 do So INS,

426

INTERNATIONAL MARINE ENGINEERING

OcrToBEr, 1912

Review of Important Marine Articles in the Engineering Press

Motor Passenger Launch Violeta-=—A handy little vessel
built by Thornycrofts for the Algeciras Railway Co. for ser-
vice between Gibraltar and Algeciras. A present the company
operates a fleet of paddle steamers on the route and the new
boat’s performance will be an interesting comparison. The
especial service for which the /”ioleta was built is the carry-
ing of British Government mails and passengers between mail
trains, to and from liners calling at Gibraltar, and acting as
general handy boat to the steamers of the fleet. The vessel
is 66 feet over all, 60 feet on the water line, 12 feet beam
and 5 feet draft. She has a displacement of 35 tons, a pas-
senger accommodation of 60 and a speed of 11 knots. The
machinery consists of two sets of six-cylinder, four-cycle gaso-
line-kerosene (petrol-paraffin) engines of Messrs. Thorny-
croft’s well-known C type, developing 70 to 80 horsepower and
driving twin screws through epicyclic transmission gear at 500
revolutions per minute. A special feature is the lubrication.
700 words, with photographs and complete drawings of gen-
eral arrangement.—Engineering, May 31.

The New German Battleships Heligoland and Kaiser.—Two
distinct types of battleship design are illustrated in the last
designs for the German navy. The earlier of these is for
the Heligoland class, launched in 1909-10, and the latter the
Kaiser class, launched in 1011-12. The dimensions of the
former are: Length 546 feet, beam 93% feet, draft 27 feet.
The main armament is composed of twelve 12.2-inch guns,
four of which are in turrets on the center line of the ship;
the rest are in four turrets at the corners of the super-
structure. A secondary battery of fourteen 5:9-inch guns
is carried on the main deck. There are six torpedo tubes.
The armor protection is said to be particularly effective and
complete. Practically the entire hull side is armored, the
maximum thickness being 1034 inches. Turrets and bases
have 11-inch protection. The normal fuel capacity is 1,900
tons, with a maximum capacity of 3,000 tons of coal and
200 tons of oil fuel. With a designed indicated horsepower
of 28,000, a speed of 20.5 knots was expected, but this has
been exceeded by a knot. The Kaiser class is 564 feet long,
95 feet beam and 27 feet draft, and of 24,500 tons displace-
ment. The designed horsepower of 25,000 is expected to
give 21 knots speed. The arrangement of guns is after the
design of the British battleship Neptune. There are ten 12.2-
inch guns and fourteen 6.7-inch guns, with ten torpedo tubes.
The armor is very similar to that of the Heligoland. A com-
parison of the nine latest battleships building for seven of the
powers is appended. Illustrated. 2,000 words.—Marine Engi-
neer and Naval Architect, July.

The Battle Cruiser—By Burnell Poole. An exposition of
this recently evolved type of warship for the general scientific
reader. Describes the necessary qualifications and sketches
the history of their development, followed by tables of prin-
cipal dimensions of the battle cruisers of the world’s powers.
Illustrated with photographs of good examples of battle
cruisers. 1,400 words.—The Engineering Magazine, July.

The Strength of Ships—Part I.—tThe first of two articles
giving notes from a recent German work under the above
title. In beginning, attention is called to the circumstance
that one of the salient characteristics of a ship, that of being
largely made up of thin sheets of plating, is not met with in
other structures in anything like the same degree. For this
reason, and because the stresses due to wave action cannot
be treated by ordinary methods, a new branch of science has
to be created. The point made in this number by the reviewer,
and illustrated with examples of mechanical action of ma-

terial under stress, is that material in a ship’s structure is
much more often over-stressed than is supposed. This being
beyond the yield point and being accompanied by permanent
elongation of the material, it must not go so far as to lead
to fracture, and the elongation must not be of such a nature
to be detrimental to the general structure. That such a state
of affairs exists is claimed and shown to be possible by con-
sidering the manner of making the joints in such a way
that a very little yield relieves the stresses acting throughout
the structure. 3,000 words.—The Engineer, June 28.

The Strength of Ships—Part Il—VYhe scope of the re-
mainder of the book is given, and briefly stated this is:
Stresses on plates supported at the sides and loaded through-
out its area, rivets and riveting, longitudinal stress and longi-
tudinal framing, water pressure on sides and bottom plating,
transverse strength and the effect of frames and bulkheads
thereon, docking, and stresses in special parts—as thrust
blocks, engine seatings, etc. Nothing can be given here satis-
factorily of the treatment accorded any of these subjects. Its
value may be judged from its sources, the vast data of the
German navy backed up by large numbers of tests upon
many parts of structures to determine what actually happened
under service conditions. 3,700 words.—The Engineer, July 5.

Harland & Wolf's Works at Belfast—bBesides being one of
the world’s greatest shipyards in point of tonnage built, the
Harland & Wolff Works at Belfast is especially noteworthy
in the superior location and equipment of its plant. Rarely
does an organization have the advantages offered by such
equipment in the building of its enormous output. Its story
is told from the modest beginning in 1791 to the present
time, when, under the direction of Lord Pirrie, a larger ship
than the Olympic is being built. The yard as it exists to-day
is the subject of full and complete description, with some
remarks on the policy of the company’s management. Every
department is taken separately and fully treated). Accom-
panying are several photographs and plates. 27,000 words.
In two parts.—Engineering, July 6 and 12.

The Holzapfel Patent Exhaust Boiler and Silencer.—A
device making use of exhaust gases from internal combustion
engines to generate steam for auxiliaries, particularly the
steering engine. It consists of two cylindrical, tubular boilers
placed side by side, so piped up that the hot gases may be
passed through each at will. The gases pass through the
tubes, water surrounding them. Sea water is used, and in
order to reduce incrustation a continual drip of brine is.
allowed to leave the boilers. Compressed air is used while
leaving port before the heat of exhaust is sufficient to put
the steam steering gear into commission. The apparatus is.
being put on the market by the Holzapfel Marine Gas Power
Syndicate, Ltd., of London. Illustrated by a drawing. 400:
words.—Marine Engineer and Naval Architect, July.

On the Best Distribution of Load Among a Number of
Similar Steam-Turbine Stages Working in Series —By E.
Buckingham. A mathematical deduction of the commonly
accepted solution of the problem of load distribution in com-
pound steam turbines. While generally believed to be true,
the hypothesis has generally been accepted, although not
rigidly approven. The conclusion reached for both two and
multiple stage turbines is that the isentropic drop should be
a little greater in the first stage than in any other, slowly
and uniformly decreasing from this to the lowest pressure.
300 words.—Journal of.the American Society of Naval Engi-—
neers, May.

OcToBER, 1912

The Gary-Cwmmnings Torsionmeter.—By Com. U. T. Holmes.
An accurate mechanical torsionmeter as used in the United
States navy is here described and shown in drawings. Briefly
stated, it consists of a tube rigidly fastened at one end inside
a section of hollow shafting, the other end turning in roller
bearings which are made fast to the shaft. As the shaft
twists under a load, the tube turns in the bearing. The
amount of turning is magnified and the result recorded by
metal points touching a slip of paper held tangent to the
edge of the recording instrument. The degree of twist of
shaft is directly proportional to the distance between the
points of contact on the paper. In the instrument described,
% degree of angular displacement of shaft was marked by
1.9 inches between the recording points. The advantages of
this instrument are that it is unaffected by speed of revolu-
tion, and therefore uses the same constant for all speeds and
powers; it is inside of the shaft, out of the way; weighs
little and needs no adjustment after once being calibrated.
A set of formule is worked out for use with the instrument.
2,500 words.—Journal of the American Society of Naval
Engineers, May.

Kermode’s Liquid Fuel Systems—The use of oil for fuel
is being pushed for consumption under factory boilers, rivet-
heating furnaces, fire engines, melting metals and tea dry-
ing, as well as under naval boilers. The firm of Kermode’s,
Ltd., of Liverpool, has been developing liquid fuel systems
applicable for all these uses and more, and hardly three
months pass without notice of some further advance being
made in the model of the burner or the method of administer-
ing oil fuel. One of their latest designs for marine work
permits either fuel oil, coal or both to be used without
changing the furnaces. For oil fuel three systems are in use:
(1) the steam-jet system, which will recover in actual work
75 percent of the calorific value of the fuel used and the
burner will work efficiently on 3 to 3% percent of the steam
raised; (2) the air-jet system, which will recover 84 percent
and uses but 2 percent of the steam raised; (3) the pressure-
jet system, which recovers 80 percent of the fuel in work
and uses about 34 percent or under in driving the pump. In
the two last-named cases the water to drive the system may
be recovered. As to comparative evaporation, whereas ordi-
nary coal evaporates 8.5 pounds of water from and at 212
degrees in marine boilers, ordinary fuel oil of commerce, of
calorimeter 19,320 British thermal units per pound, will evapor-
ate 16.5 to 16.8 pounds of water from and at 212 degrees
with the air-jet system, 16 pounds with the pressure-jet sys-
tem and about 15 pounds with the steam-jet system. Photo-
graphs of the different types of installation are shown. 4,200
words.—The Steams/lup, July.

The Selandias Maiden Voyage—Much of uncertainty re-
garding the use of Diesel engines for deep-sea service in
medium and large ships can only be cleared away by actual
trial, and so the reports from the Selandia’s first voyage have
been awaited with interest. On a trip of 21,840 miles this
ship carried 9,300 tons of freight on a consumption of 9 tons
of fuel per 24 hours, with a total engine-room crew of ten
men and three boys. Although some rough weather was
encountered and stops were made at sixteen ports, no trouble
was reported in running or maneuvering the engine. The
piston rings were examined twice and found to be perfectly
clean. The exhaust valves needed practically no attention the
entire trip. Only in the auxiliaries, such as lubricating oil
pumps and water circulating system, were any changes sug-
gested by the experience, and these were modifications in size
rather than in method of operation. The voyage seems to
have disclosed no inherent defects in the four-cycle motor,
as had been feared by some. 900 words—The Engineer,
July 109.

Screw Propellers. Determination of Diameter, Pitch and

INTERNATIONAL MARINE ENGINEERING

427

Projected Area by Means of the Effective Thrust—By Capt.
C. W. Dyson, U. S. N. All previous work on propellers by
Capt. Dyson was made on the assumption that the apparent
slips and propulsive coefficients of propellers working in the
wakes of similar vessels, at equal indicated thrusts per square
inch of projected area, varied directly as the projected area
His method was to lay down the slips and propulsive
coefficients for a propeller of .32 projected area ratio and one
of .54 projected area ratio, and assume that the slips and
propulsive coefficients for propellers of other projected area
ratios would, for any value of indicated thrust per square
inch of projected area, lie on a straight line joining the two.
This assumption he does not now consider satisfactory, and
in this treatment of the propeller problem his methods are
revised and improved to allow for correction at this point
and others tending to increased flexibility in use. The article
considers the whole problem of propeller design and gives
eight plates of charts, with descriptions and derivations.
Illustrated with drawings of several types of blade outlines
and sections. 17,800 words.—Journal of the American So-
aiety of Naval Engineers, May.

Relative Possibilities of the Diesel Oil Engine,
Turbine and Suction Gas Engine, as Compared with the
Reciprocating Engine for Marine Propulsion—By E. L. Orde,
ime Inlom, Crag, A, IParmsons, IX, C, 18, JA Ik Soe Ik J, Wallker
and A. C. Holzafel.
of these several types have been carefully prepared for the
same vessel in comparison with the usual steam plant for
such a ship, consisting of three single-end Scotch boilers and
a three-crank triple engine. The requirements submitted to
all for their comparative estimates were as follows: Length

ratio.

Geared

Specifications of machinery for each

‘over all 412 feet, length between perpendiculars 400 feet, ex-

treme beam 52 feet, molded depth 29 feet, draft 26 feet 1 inch,
deadweight 8,465 tons, displacement 11,560 tons, speed 101%
knots and indicated horsepower 2,600. Mr. E. L. Orde gave
the comparison between a Diesel oil installation and steam
for this ship. His figures are in three tables of expenses
for the two types and a plot showing fuel costs for each
ship at varying price per ton. Whatever variations actual
practice might make from his assumptions would not affect
the results, as the same figures were used for both. The
Hon. Sir Chas, A. Parsons gave the comparison of a steam
engine with geared turbines, submitting data from the results
of trials and actual service from the Vespasian. On trial the
geared turbines showed a steam economy of 15 percent, and
after two years of constant service the mechanical features
of the design are entirely satisfactory. Mr. A. C. Holzafel
makes the comparison for the suction gas motor. One point
taken up extensively was the manner of caring for auxiliaries.
These are to be operated by electricity. The main engines
operate twin screws. Interesting data from his experimental
vessel, Holzafel I., were presented, with plates showing rela-
tive spaces occupied by machinery of each type. 13,200 words.
—Transactions N. FE. Coast Institution of Engineers and
Shipbuilders, April.

Panama Canal Tolls —By Rear-Admiral Chas. H. Stockton,
U. S. N. A brief review of this timely subject trom the
standpoint of international law. The provisions of the
Clayton-Bulwer and Hay-Pauncefote treaties are stated and
the policy generally agreed upon in such cases among the
nations. The interpretation placed upon the discrimination
clause admits the justice of granting free tolls to vessels
trading from one coast to the other, but questions the
propriety of doing so on the grounds of the total removal of
such ships in time of war, with the consequent damage to
the trade. This traffic, it is claimed, should be open to vessels
of all nations. Only in this way can the monopoly of traffic
by railroad-owned or operated ships be averted. The policy
of free ships for this trade is also urged. 1,800 words.—
United States Naval Institute Proceedings, June.

428

Propulsive Machinery and Oil Fuel in the United States
Naval Service-—Capt. C. W. Dyson, U. S. N. A study of
recent improvements in naval machinery design, particularly
with regard to the use of turbines or reciprocating engines,
and the introduction of oil for fuel. The latest reciprocating
engines have increased the number of expansions, adopted
straight ports and the resulting smaller clearances, forced
lubrication system, the use of superheated steam and in-
creased vacuum. ‘The practical results have been an increased
steam economy, as shown by a comparison of the engines of
the Delaware and those of as recent a ship as the Birmingham,
where the difference was 22.66 percent at full power in favor
of the former. As to the weight of the machinery installa-
tion, the reciprocating engine is favored, as in the instance
of the Delaware, with 773 tons, and North Dakota, whose
turbine installation weighs 783 tons. The losses in turbines
at cruising speed are well known, except in the cases where
cruising turbines are used. The boiler plant required has
been found to be more for the turbine battleship referred to.
The comparison is fully carried out in detail and shows the
reasons for installing reciprocating engines in the two latest
battleships. Some valuable and very interesting figures are
given, which will not be overlooked by designers. In speak-
ing of the adoption and use of oil fuel in the navy, Capt.
Dyson describes briefly the system in use and gives tables of
results from evaporative tests on several torpedo-boat de-
stroyers. By adopting oil as fuel on the battleships Nevada
and Oklahoma, the fire room weights have been decreased
over 25 percent, the fire room force halved, while the length
of ship required for boilers has been decreased from 128 feet
to 66 feet. 9,600 words.—Journal of the American Society
of Naval Engineers, May.

An Improvement in Floating Dry Docks.—By Civil Engi-
neer A. C. Cunningham, U.S. N. The ordinary form of float-
ing dry dock has the disadvantages of poor efficiency in self-
docking, necessity of self-docking for complete painting and
limitation as to size of ships possible to be carried. The
design shown here is a combination of the principles of the
Rennie pontoon dock and the Cunningham sectional dock,
in which the sections are integrally connected together above
the waterline. Outline sketches show how one section may
be docked at a time with minimum of maneuvering and lift-
ing power. By providing one extra section, the cleaning can
go on continually, each taking its turn as spare and insuring
good state of preservation of the whole structure. The
design has the advantage of possible longitudinal expansion
to suit the vessel lifted by adding more pontoons to the ends.
When it is desired to increase lifting capacity without in-
creasing length, deeper or wider pontoons may be used. With
units of any size there is always the possibility of rising each
pontoon separately in lifting smaller vessels. 1,500 words.—
United States Naval Institute Proceedings, June.

The Enlargement of the Kaiser Wilhelm Canal—A modern
engineering work of more than usual size and of large com-
mercial importance is the enlargement of the Kaiser Wilhelm
Canal now nearing completion. Opened for the first time in
1895, the demands of traffic urged its enlargement a little
more than ten years later. The improvements being carried
on are on a large scale, a few general dimensions being, bottom
width 144 feet instead of 72 as formerly, water level width of
335 feet instead of 216, depth 36 feet and a canal profile of
825 square meters (8,880 square feet) instead of 413 square
meters. Curves will be straightened out, the least radius
being 1,800 meters and most of them 3,000 meters. The locks
at the entrances are being replaced by the biggest locks in
existence, surpassing even those on the Panama Canal. These
will have a useful length of 1,083 feet, width 147.6 feet, depth
45.25 feet. Each lock will be fitted with three sliding gates, each

INTERNATIONAL MARINE ENGINEERING

OcroBER, I9QI2

weighing 1,000 tons. The labor problem is an interesting
feature. Seven thousand six hundred laborers were employed
last summer, as many as possible being Germans. Barracks
are provided as quarters for all single men, and everything
possible is done to suppress indulgence in alcoholic drinks
without absolutely prohibiting them. Sunday and overtime
work is allowed only in exceptional cases. Every laborer is
medically examined and remains under medical control. The
whole work, including dredging, building locks and rebuild-—
ing railroad bridges over the canal, is being carried on without
interuption to traffic. A sum of approximately fifty-five
million dollars (£11,300,000) was granted in 1907 and the
work is to be completed by 1915. 5,600 words.—Enginecring,
June 21. i

_ Messrs. Workman, Clark & Co.’s Works at Belfast.—Pre-
paratory to the coming visit of the Institute of Mechanical
Engineers to Belfast, the plant of Workman, Clark & Co.
is the subject of a lengthy detailed description in a recent
number of Engineering. Not only are the mechanical features
of the place described, but the history of the yard’s develop-
ment is sketched. Begun in 1880, with four acres of ground
on the north side of River Lagan to the east of Belfast
Harbor, it has steadily progressed in size and equipment until
at the present time it has in its 82% acres of land two com-
plete shipbuilding yards and an engineering works, which are
capable of turning out ships up to 1,000 feet in length and
machinery of the latest designs to correspond. The North
Yard, so called from its location with respect to the River
Lagan, has seven shipbuilding berths, two of which, added
in I910, are easily capable of taking ships of the largest
dimensions now building. In the South Yards are berths
for five ships up to 523 feet long. The two yards have separate
organizations and a friendly rivalry exists between the two,
which is productive of a desirable efficiency in production.
The engineering works of the company are opposite the
South Yard in Queens Road. Besides a large and com-
plete boiler shop and machine shops, this contains the power
plant for itself and the South Yard, smith shop, separate
drawing and time offices, stores and dining room for the men.
The descriptions of all are complete, giving in detail the
account of any machine of unusual size or purpose, the method
of drive, features of power supply, material handling, etc.
The company’s increasing prosperity, in spite of the fact that
the materials of shipbuilding are not native to Ireland and
the scarcity of skilled labor, is evidence of enterprisé, con-
tinuous attention and ability in conducting the works in an
efficient and economical manner. The article is well illustrated
with photographs and drawings showing the locations and
plans of the works. 12,500 words.—Engineering, July 19.

Inspection Duty at Navy Vards—By Lieut.-Commander T.
D. Parker, U. S N., Honorable Mention, U. S. Naval Institute
Prize Essay Contest, 1912. An essay on the subject of organ-
ized inspection departments for navy yards and shipbuilding
plants doing naval work. The general question of what in-
spection is and what it should be, its difficulties and how they
may be best met with present facilities, is first taken up.
Specific suggestions are then made for the building up of a
small organization for the broad field of all necessary in-
spection of this kind of work, and details worked out com-
plete, including the duties of each member of the staff. Prac-
tical examples are given and the field of naval inspection is
made clearer, the aims more definite and the methods easy
of adoption. Written by a naval officer, for an audience in
the naval service, it is, of course, for this need primarily, but
the suggestions offered are by no means applicable in the
navy alone, and the resourceful manager may easily find use-
ful points to pick up. 10,800 words.—Umited States Naval
Institute Proceedings, June.

QcTOrER, 1912

Published Monthly at

17 Battery Place New York

By ALDRICH PUBLISHING COMPANY, INC.
H. L. ALDRICH, President and Treasurer

Assoc. Member of Council, Soc. N. A. and M. E.
and at
Christopher St., Finsbury Square, London, E. C.
E. J. P. BENN, Director and Publisher
Assoc. I. N. A.

H. H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES
GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston
Mass. i

Branch Office: Boston, 643 Old South Building, S. I. Carpenter.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
{NTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

The favorable condition of shipbuilding in the
United States during the fiscal year is shown by the
returns filed with the Bureau of Navigation, where
it was reported that on July 1, 1912, one hundred and
twenty steel vessels, aggregating 254,000 gross tons,
were under construction, or under contract to be built,
as against less than 100,000 gross tons at the same time
a year ago. This means an increase of tonnage for
the year of over 154 percent, and while the volume of
tonnage reported is not large when compared with the
tonnage under construction in Great Britain, where all
previous records are being surpassed, yet when com-
pared with the capacity of the American shipyards it
is evident that the American shipbuilders will be more
busily employed for several years to come than in the
past. decade. The situation in the American shipyards
on the Atlantic coast is more clearly emphasized by
the fact that, when in September sixteen yards were
invited to bid on a steel hull designed by a prominent
naval architect for early delivery, only five of the six-
teen were interested enough to ask to see the specifica-

INTERNATIONAL MARINE ENGINEERING 429

tions, the remaining eleven reporting that they are too
busy with work in hand to consider taking on any-
thing more at present for early delivery. The ton-
nage building on the Great Lakes shows a decrease of
about 10,000 tons, as compared with a year ago, and
part of the current year’s construction is designed for
salt water use. In this increase of shipbuilding the’
influence of the coming opening of the Panama Canal
is manifest, as upwards of 80,000 tons are building
for use through the canal. Preparations for the use
of oil for fuel instead of coal are also evident in the
shipbuilding returns, for seventeen tank steamers,
ranging from 2,200 tons to 6,500 tons, are now under
construction.

Elsewhere in this issue will be found those sections
of the Panama Canal Act which relate directly to ma-
rine affairs. A careful perusal of these sections shows
that in almost every case the limitations of the Act
are clearly defined, except that in Section 5 one of
the provisions, which in all probability will have a
most important effect upon the shipbuilding industry,
is placed in the hands of the Secretary of the Treasury
for its final interpretation. This provision specifies
that all materials of foreign production which may be
necessary for the construction or repair of vessels
built in the United States, and all such materials neces-
sary for the building or repair of their machinery, and
all articles necessary for their outfit and equipment,
may be imported into the United States free of duty
under such regulations as the Secretary of the Treas-
ury may prescribe. At present the customs division
of the Treasury Department is engaged in formulat-
ing these regulations, and it is not probable that they
will be issued before the middle or the latter part of
October. Until that time all) importations coming
under this head will be admitted under an arangement
whereby the question of the duty to be paid, if any,
will be held in abeyance until the regulations are issued.
It is evident that a literal interpretation of this provi-
sion will result in one of the most sweeping free trade
enactments that the United States has ever experienced,
since everything that goes into an American ship, in-
cluding material, machinery and equipment, can be
imported free of duty. The important question to be
settled, then, and the one that will have an immediate
effect upon both American and foreign manufacturers,
is whether the Act means that all materials, supplies
and equipment for shipbuilding shall be admitted free
of duty; or, if not, where shall the line be drawn?
We understand that the Treasury Department is seek-
ing all the information that can be secured from inter-
ested sources before completing these regulations, so
that anyone whose interests will be affected in any way
by this law should make known at once to the Treasury
Department his views on this question.

430

INTERNATIONAL MARINE ENGINEERING

OcToBER, 1912

Improved Engineering Specialties for the Marine Field

The Powell ‘‘ White Star’? Automatic Non=Return Boiler
Valve

In steam plants where more than one boiler is in use the
value of a non-return boiler valve cannot be reckoned too
highly if it eliminates, as it is claimed to do, the possibility
of steam escaping into a boiler which might be unexpectedly
out of commission or closed off for repairs. A feature in the
operation of such a valve is the prevention of danger to work-
men when engaged inside a boiler for cleaning or the in-
sertion of new tubes.

In the Powell “White Star’ automatic non-return boiler
valve illustrated herewith it is claimed the latest boiler laws
have been carefully met; the outside screw stem and yoke top

being one of the particular specifications; all parts throughout
are of extra heavy pattern and good for working steam
pressures up to 250 pounds. They are made either screwed or
flanged ends.

The body and yoke are cast of a close-grained iron of high
tensile strength. They are connected together by steel bolts
and nuts of sufficient number to firmly bind the flanged faces
together. The sheet packing is housed in a recess in the body
neck flange under the projecting top of the dash-pot, and is
held firmly in place by the compression given by the bolts and
nuts when assembled.

The disk plunger C (to which is attached the disk holder
R) works in the dash-pot E, and they are cast of steam bronze
composition. The opening in the dash-pot &, through which
the stem of plunger C is guided, also the rim of the upper part
of the disk plunger, are grooved, so that these parts may work
with a minimum of friction, and respond readily to any varia-
tion in the pressure. The dash-pot has four vent holes at top
and bottom to allow the draining of any condensed water that
may collect therein. The lift of the disk is equal to the depth
of the dash-pot, insuring a full opening. The height of the lift
is regulated as desired by raising or lowering the screw
stem J).

The disk and seat are made of white “Powelium” bronze.
The disk is regrindable, reversible and renewable, and is

secured in the disk holder by nut S, which is locked in place
by a cotter pin, and cannot possibly unscrew and drop off.
The seat is renewable, and is cast with a guide for the lower
part of the disk plunger stem, holding same perpendicular to
the seat at all times. The expansion of the seat and body is
unitorm, the composition of the seat being made with that in
view. Whenever necessary to do so the seat can be readily
renewed by inserting a flat tool between the lugs projecting
from the inner circle and unscrewing same.

These valves are made by The William Powell Company,
of Cincinnati, Ohio.

Rees Roturbo Pump

The Manistee Iron Works Company, Manistee, Mich., which
is the American licensee of the Rees Roturbo Development
Syndicate, Ltd., of Wolverhampton, is manufacturing the
Rees Roturbo patent pressure chamber centrifugal pump. The
characteristic feature of this type of pump is that it is a true
turbine pump, the rotor having a strong turbine effect. “This

turbine effect is secured by making the impeller of large
capacity for storing water, which is maintained by rotation

ANISTEE IRON
MAN! ee

REES ROTURBO FEED PUMP

SECTION OF IMPELLER

at a constant maximum internal pressure independent of the
external head, and by an ingenious application of the Venturi
law transforming and extracting this pressure with a minimum
amount of loss. Consequently, instead of throwing away the
surplus speed energy of the water discharged when the head
of delivery is reduced, the energy is extracted from the water
before it leaves the pump casing. It is claimed that in this
way all cavitation troubles are done away with, due to the
internal pressure, and as there are no delicate vanes in the
impeller there is no risk of breakage at this point. In a pump
constructed in this way it is claimed that the power absorbed
when running at a constant speed remains practically con-
stant for all heads of discharge, and never appreciably ex-

OcrorER, 1012

ceeds that required for the head for which the pump is de-
signed. Thus it is claimed that the pump is practically self-
regulating in the highest degree, as it is impossible for any
variation of head to throw an excessive strain on the driving
motor. Whereas an ordinary centrifugal pump is limited to
the designed capacity or head for operation at the best
efficiency, since if the head or the volume of water vary it is
necessary to change the speed of the pump or energy is lost,
on the other hand, the Roturbo pump is designed so that it
will automatically and hydraulically regulate the power ab-
sorbed under varying conditions.

The illustrations show the latest type of the Rees\ Roturbo
boiler feed pump, direct coupled to an enclosed, ventilated,
direct-current motor. The pump impeller consists of a series
of pressure chambers, which are mounted upon a central
shaft supported upon bearings throughout the whole length
except that portion passing through the chambers. The whole
pump is claimed to be in perfect hydraulic balance. The feed
pump on test delivered 18,000 gallons per hour against a boiler
pressure of 220 pounds per square inch, and required 50

percent. >

Sprague Electric Grab=Bucket Cranes
The problem of unloading bulk cargo freighters usually
requires an apparatus that will not only remove the cargo
from the hold of a vessel but also deposit it at a convenient
place either on the pier or on shore. To meet these require-
ments the Sprague Electric Works, New York, has placed
on the market a grab-bucket power crane which, it is claimed,

can shovel, lift, convey, deposit and pile bulk material with-
out aid from any outside source. The apparatus consists of
a clam-shell bucket which is operative by electrical means, and
which conveys the loaded bucket along an I-beam runway,
which can be supported on an independent structure or some
existing structure as the case may be. A frame built of struc-
tural steel and steel castings contains the hoisting drum, motor,
gears, etc., and is suspended from two trucks which support
and carry the entire mechanism. The bucket is operated by

three ropes which are anchored to two drums. A special sys-

INTERNATIONAL MARINE ENGINEERING

431

tem of controlling the apparatus is provided by which the
operator, whose position is on the crane itself, can, with a
single controller, perform all the operations necessary in
proper sequence for lifting, conveying and depositing bulk
cargo.

A New Air Compressor

The Chicago Pneumatic Tool Company, Chicago, has placed
on the market a new enclosed, self-oiling, belt-driven air com-
pressor, known as Class M-CB, which has two-stage air cylin-
ders, 16 inches and Io inches in diameter and 12 inches stroke.
At its rated speed of 210 revolutions per minute it has a dis-
placement of 576 cubic feet per minute.

Mechanical inlet air valves of the semi-rotary Corliss type
are used, actuated by eccentrics on the compressor shaft. The

discharge valves are of the company’s air-cushioned poppet

type, placed radially in the heads. This combination, it is
claimed, insures high volumetric efficiency and the elimina-
tion of valve troubles, as the valves are interchangeable and
accessible for adjustment and renewal.

The heads and cylinder walls are completely water-jacketed
and arranged with independent water supply, permitting the
use of solid gaskets between heads and cylinders. The frames
are full tangye type with bored crosshead guides completely
enclosing the crosshead bearings. The cranks and eccentrics
are enclosed with substantial planished iron casing, enabling
complete flood lubrication of the main bearings, crosshead
and moving parts by means of automatic gravity lubrication.
Inlet valves and pistons are lubricated by large glass sight-
feed lubricators on the caps of inlet valves, and all valve gear
bearings have extra large compression grease cups.

The inter-cooler is of the steel shell marine condenser type,
mounted overhead, provided with composition tubes, baffle
plates and separator drip pockets. The air cylinders are
bolted directly to the tangye frames, and in addition extend
down to large sole plates with drip guards all around.

The cranks are of the balanced disk type pressed and keyed
The driving pulley is split-keyed to shaft and ma-
It is of unusually heavy design

to shaft.
chine-true on face and edges.
to give the necessary fly-wheel effect.

Control is effected by an improved throttling in-take con-
troller operated by receiver pressure, capable of close regu-
lation and adjusting the load to meet the air demands, so that
the power consumption is reduced to a minimum.

The same type of machine is furnished in capacities up to
4,000 cubic feet per minute. Equivalent sizes and capacities
can be furnished in short belt drive and motor drive with
motor mounted directly on compressor shaft.

432

Electric Arc Welding in Ship Repairs

A successful electric arc welding plant consists essentially
of a generator designed to maintain constant electromotive
force under a fluctuating load; a special rheostat, either manu-
ally or automatically controlled, depending upon the operating
conditions; a welding clamp of copper or iron and an assort-
ment of welding pencils. These pencils are secret alloys, the
composition and dimensions being chosen for each class of
work. With these pencils are supplied special refractory
fluxes which are applied by the user in accordance with
directions, and these fluxes form the most essential part of the
welding process, as upon them depend the quality of work and
the speed of operation. An apparatus of this sort, which has

heen used successfully in marine repair work, has been placed

on the market by the Electric Welding Company, Produce
Exchange Annex, New York. An example of the utility of
this welding apparatus is shown in the illustration, where the
broken tips of the propeller blades are being restored. Pro-
pellers have offered one of the most difficult problems to the
are welder, because, in the first place, it is difficult to weld
cast iron, and then each grade of cast iron requires special
treatment. Besides renewing
new tips, holes or pitted surfaces can be filled and smoothed

broken blades by welding on
up to the true profile by depositing metal either with a carbon
or metal pencil. In repairing tips, new tips are cast, the edge
to be welded beveled off from both sides and welded.
much as 5c0 pounds have been successfully
welded, and it is claimed that there is no limit to the size that
can be handled. The Electric Welding Company above men-
tioned has welded propellers up to 20 feet in diameter. The
repairing of marine boilers is also one of the most highly
developed uses of arc welding. Usually cracks develop along
the calking edges and extend toward the rivets and between
them. Such cracks can be taken care of easily by are weld-
ing, or, better still, if the furnace flange, wrapper sheet and
the tube sheet are welded up and wasted parts filled with new
metal such cracks can be prevented.

Tips
weighing as

Demonstration of a Patent Submersible Pump

An interesting demonstration was recently conducted at
Messrs. Gwynnes, where a flooded barge was pumped out by
a small submersible motor pump, manufactured by Sub-
mersible & J-L Motors, Ltd., Southall, Middlesex. The carry-
ing capacity of the barge was 100 tons, and when fully flooded
the amount to be pumped out was considerably above this, or
approximately 125 tons. The motor pump consisted of a
1o-horsepower submersible electric motor combined in one

INTERNATIONAL MARINE ENGINEERING

OcTOBER, 1912

casing, with a 5-inch centrifugal Gwynne pump, running at 95
revolutions per minute off a. 220-volt circuit, delivering 600
gallons per minute. The pump was suitable for operating at
any head up to 35 feet. The barge had been previously sub-
merged, and when the tide fell so that the gunwales began to
show above water the pump was put in operation, and after
pumping for about thirty minutes the barge was practically
emptied. In this electric motor the water circulated freely
through the interior and the bearings, which are adapted for
water lubrication.

The control of the motor pump can be operated from a dis-
tance by the switch, and the pump started and stopped above
or below water as required. In marine work motor pumps
situated below the waterline could be operated from the upper
deck of the ship. It is recommended that an oil engine gen-
erating plant be used for supplying the electric current, which
would be quite independent of the boilers, and placed on an
upper deck; thereby the risk of water interfering vein the
operation of the electric plant would be overcome.

Technical Publications

Electrical Propulsion of Ships. By H. M. Hobart. Size,
5% by 8% inches. Pages, 162. Illustrations, 43. New
York, 1911: Harper & Bros. Price, $2 net.

This book, which was published first in England by Harper
& Bros., was reviewed on page 8&5 of our February, 1912,
issue.

Ship Wiring and Fitting. By T. M. Johnson.

6% inches. Pages, 80. Illustrations, 47. New York,
1911: D, Van Nostrand Company. Price, 75 cents net.

Although this book is a small one and deals with a subject
about which a good deal could be written, yet it will be found
very useful to a marine engineer who has had little experience
with electrical machinery. Almost every modern vessel is
equipped with an electrical power plant, and*electricity is used
for various power purposes, for lighting the ship and. some-
times for heating. Such apparatus is, of cottrse; designed and
specified by electrical’ engineers when the vessel is built, but
after the vessel is turned over to-its’ownerS*the duty of main-
taining the electrical machinery: falls* upon the engine room
staff. For this reason some’ knowledge of the fitting and, par-
ticularly, of the wiring is necessary. No attempt has been
made in this book to describe in detail’ the construction of
electrical machinery, but the general-types of dynamos, en-
gines, motors, switchboards, etc., are given, and*then the usual
methods of wiring different ‘types of vessels are described.
Lamps, bells, telephones, fans and special apparatus are taken
up in the closing chapters.

Size, 4%. by

Elementary Internal Combustion Engines. By J. W. Ker-
shaw. Size, 5% by 7% inches. Pages; i74. Illustrations,
117. New York and London, 1912: Longmans, Green &
Company. Price, American edition, 90 cents net; English
edition, 2/6 net.

The contents of this book are principally of a descriptive
character, in which various types of internal-combustion en-
gines and their fittings are described. It was intended that
the book should give an elementary account of the construc-
tion and working of internal-combustion engines and gas
producers, and that it should serve as an introduction to more
advanced works dealing with the subject from a theoretical
standpoint. The book is thoroughly up to date, because the
engines described are mainly manufactured products now
being placed on the market. Almost every type of internal-
combustion engine is described, including gas engines, oil
engines, gasoline (petrol) engines and other combustion
motors. Only one chapter is devoted exclusively to marine
engines, where the advantages and disadvantages of heavy oil
engines for marine work are discussed.

OcTOBER, 1912

A BC of Hydrodynamics. By R. de Villamil. Size, 5% by
8% inches. Pages, 135. Illustrations, 48. London, 1912:
EB, & F. N. Spon, Ltd. Price, 6/— net.

The title of this book would lead one to expect an elemen-
tary treatise on the subject of hydrodynamics. A perusal of
the first chapter, however, which deals with the confused
state of the subject of resistance of liquids, discusses the
works of Lord Rayleigh, Lord Kelvin, Dr. Fleming and Dr.
Hele Shaw, which will readily be recognized as advanced
treatises on the subject. To fully appreciate the author's
discussion it is therefore essential that the reader should be
somewhat familiar with the works from. which he quotes.
There are thirteen chapters in the book, which cover in gen-
eral the subjects of the movement of liquids and the law of
flow, the resistance of liquids, viscosity and fluid friction and
the motion of water in the rear of a body exposed to a stream.
Quotations and references are made freely from the works of
such authorities as Newton, Lancaster, Lamb, Dubat, R. E.
Froude, Langley, Helmholtz, Prof. Perry, Prof. Osborne
Reynolds, Col. Beaufoy Stokes, J. Bourne and others. Each
chapter is closed with a few paragraphs summarizing the
contents of the chapter.

By Frederick

Pages, 320.
1912: John
Chapman &

Applied Methods of Scientific Management.
A. Parkhurst, M. E. Size, 6 by 9 inches.
Illustrations, 46. Plates, 9. New York,
Wiley & Sons. Price, $2 net. London:
Hall, Ltd. Price, 8/6 net.

Scientific management is a subject on which writers are apt
to theorize and generalize regardless of the results obtained
in practice.
book, and the subject has been treated from the practical point
of view as the result of the author’s extensive experience
along these lines. In the preface he states his belief in adapt-
ing all tools to meet each existing condition as found. He
believes in developing an existing plant to its highest possible
efficiency before making large outlays for extensive alterations
or additions, and this same principle he applies to the placing,
development and advancement of each individual member in
the work’s organization. The obligations of the employer and
employee to each other are not overlooked. ‘Their interests
are mutual, and the principles involved tend toward the pro-
motion of their combined progress and prosperity. He states
that the human element is at once the most important factor
and the greatest variable in the problem which the organizer
has to solve, and this his success depends largely upon his
ability to recognize and handle this phase of the proposition.

This tendency, however, has been avoided in this

Through Holland on the “Vivette.” By E. Keble Chatter-
ton. Pages, 246. Illustrations, 60. London, W. C., 1912:
Seeley Service & Company, Ltd. Price, 6/— net.

Mr. E. Keble Chatterton has again placed us under a debt
tor a very readable book on a cruise which he made in his
yacht Vivette from Harwich to Dover, thence to Calais, along
the Belgium coast to Flushing, Amsterdam, and back. The
Vivette is a 4-ton cutter, 25 feet over all, and is best de-
scribed as a small edition of the Bristol Channel pilot cutters,
which are reckoned to be the finest seaboats of their size and
rig to be found anywhere. To those of our readers who are
familiar with the writings of Mr. Chatterton, we need only
say that the present volume is on a par with his other works.
He is a keen observer, and not the least entertaining sections
are descriptive of the places and people seen when he has
put ashore to replenish stores. To the yachtsman, of course,
the book specially appeals, as it is written by a yachtsman of
experience and a writer of ability. But the non-sailing man
will find it almost as equally enteresting for the entertaining
descriptions of Dutch life with which it abounds. Mr. Chat-
terton had a keen artist for a companion, and the reproduc-
tion of Norman Carr’s photographs and sketches add con-
siderably to the value and interest of the book. The last half-

INTERNATIONAL MARINE ENGINEERING

433

dozen pages are devoted to sailing directions for anyone who
is anxious to carry out a sailing tour through Holland.

Hendricks’ Commercial Register of the United States for
Buyers and Sellers. Twenty-first edition. Size, 7% by
To inches. Pages, 1,574. New York, 1912:. S. E. Hen-
dricks Company. Price, $10.

The twenty-first annual revised edition of
Commercial Register of the United States for Buyers and
Established in 1891, it. has
Its aim is to furnish

“Hendricks’

Sellers” has just been issued.
been published annually since that time.
complete classified lists of manufacturers for the beneft of
those who want to buy as well as for those who have some-
thing to sell.
engineering, electrical, mechanical, railroad, mining, manu-
facturing and kindred trades and professions. The present is
by far the most complete edition of this work so far published.
The twentieth edition required 108 pages to index its con-
tents, while the twenty-first edition requires 122 pages, or
400

pages

It covers very completely the architectural,

fourteen additional pages. As there are upwards of
page, the fourteen additional
represent the manufacturers of over 5,000 articles, none of
which have appeared in any previous edition.
ber of classifications in the book is over 50,000, each represent-

classifications on each

The total num-

ing the manufacturers or dealers of some machine, tool, spe-
cialty or material required in the architectural, engineering,
mechanical, electrical, railroad, mine and kindred industries.
The twentieth edition numbered 1,419 pages, while the twenty-
first edition numbers 1,574, or 155 additional pages. An im-
portant feature of this commercial register is the simplicity of
its classifications. They are so arranged that the book can
The book
also gives much information following the names of thousands
of firms that is of great assistance to the buyer, and saves the

be used for either purchasing or mailing purposes.

expense of writing to a number of firms for the particular
article required. The trade names of all articles classified are
included as far as they can be secured.

Obituary

Mr. Joon Haue, consulting engineer and naval architect,
died Sept. 9 at his home in San Francisco, Cal. Mr. Haug,
who had many friends in marine circles all over the world,
was a native of Germany, and there acquired his first ex-
perience in engineering work. He was then associated, in
England, with the late Mr. J. Macfarlane Gray, afterwards
coming to the United States, where he entered into partner-
ship with Mr. Archbold, who had been chief engineer of Com-
modore Perry’s expedition to Japan in 1852. Mr. Haug was
ship and engineer surveyor to Lloyd’s at Philadelphia from
1880 to 19co, when he resigned to devote his time to consult-
ing work. He designed ships. and machinery and super-
intended construction for the Philadelphia & Reading Rail-
way Company, the Red D Line, the New York & Porto Rico
Steamship Company, the Chesapeake Steamship Company and
the Standard Oil Company. He was a pioneer in the intro-
duction of bulk oil vessels, and later in the application of
internal-combustion engines to their propulsion,
and building the first successful internal-combustion tankers
in the United States while engineer-in-chief of the marine
department of the Standard Oil Company, of California.

designing

A total of 224 vessels, aggregating over a million tons,
have been built, or are now under construction, according to
the Isherwood system of longitudinal framing. Of this ship-
ping 392,000 tons are oil-tank vessels, which represent about
76 percent of the total tonnage of oil steamers now building
throughout the world. In the United States, where seventeen
oil-tank vessels are now under construction, twelve of them
are being built to the Isherwood system.

434

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID, C.

1,020,980. SHIP-SPEED INDICATOR.
OF BALTIMORE, MARYLAND.

Claim 2.—In a ship speed indicator the combination with a receptacle
having a water inlet near its bottom and below the water line, of a float
in said receptacle; a pipe extending from the said inlet to the exterior
of the ship below the water line; an indicator device; means for sup-

LEWIN J. HEATHECOTE

porting said indicator device; connections between the float and indica-
tor device and means for odiustably securing the indicator device with
respect to its support and also with respect to the float. Seven claims.

1,021,545. SHIP’S DAVIT AND MEANS FOR OPERATING THE
SAME. WILLIAM L. MESSICK, OF IRVINGTON, VIRGINIA.
Claim 1.—In combination with the deck of a vessel and a davit pivoted

thereto, an elevated structure composed of separated bars which extend
transversely of the deck, between which bars the davit is adapted for

vibration, a trunnioned block supported by the elevated bars, an in-
teriorly threaded sleeve adapted for rotation within the block by means
of gearing, and a threaded bar which extends through the interiorly
threaded sleeve and is pivoted to the davit. One claim.

1,023,843. BILGE-DISCHARGING DEVICE. JOHN J. HALL, OF
BUCKSPORT, ME.

Claim 1.—A bilge-discharging device consisting of a tubular outlet
member adapted to be secured to a ship hull, a valve casing threaded on
said member and provided with an inclined valve seat, a check valve
pivoted in said casing to engage said valve seat and adapted to occupy
when in a closing position an inclined relation to said valve casing and
adapted to open outwardly of said valve seat, a cap threaded on said
valve casing above said valve, a second valve casing threaded on the
first valve casing and provided’ with downwardly converging valve seat
guides, a valve V-shape in cross section movable between the valve
seat guides and means for forcing the last valve in closing position. One
claim.

1,023,477. SHIP CONSTRUCTION.
CLEVELAND, OHIO.

Claim 1.—In a ship or vessel having water ballast chambers and anti-
rolling tanks along the upper wings of holds, a plurality of transverse
girders, beneath the decks, constructed with a large hollow,, lower flange,
joining and supporting the anti-rolling tanks and water ballast chambers,
and forming a strong and watertight conduit or channel adapted for the
conveyance of free water between said anti-rolling tanks. Ten claims.

1,024,682. CONSTRUCTION OF BOATS AND SHIPS. WILLIAM
HENRY FAUBER, OF NANTERRE; FRANCE.

Claim 1.—A hydroplane boat provided with a plurality of hydroplanes
arranged in stepped relation and forming the flotation surface of its
bottom, at least one of said hydroplanes consisting of two hydroplane
members arranged at opposite sides of the center line of the bottom and
inclined laterally and downwardly toward said center line; said hydro-

JOSEPH R. OLDHAM, OF

INTERNATIONAL MARINE ENGINEERING

OcTOBER, I9I2

plane members having their angle of rearward inclination at said center
line less than their angle of rearward inclination at their outward lateral
margins. ‘Twenty-nine claims.

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

3,808. ATTACHMENTS FOR LIFE BOATS.
WILLMAR, MINN.

Tubular tanks extend along the sides of the boat, and each contains
oil and compressed air separated by a flexible diaphragm. A pipe leads
from the oil compartment to a distributing pipe, also running length.

A. E. WICKMAN,

wise of the boat, and can be opened from the boat to allow the air to
force out oil for calming the sea. The oil and air container also serves
as a buoyancy outrigger.

13,415. ILUID-PRESSURE APPARATUS FOR OPERATING
BULKHEAD AND OTHER DOORS. F. J. PIKE, BECKENHAM,
AND H. NEVILLE, FOREST HILL.

By this inyention a two-way reversing valve is used at each door
between the mains and the dcor cylinder, and is kept in its normal
position, in which the doors can be opened or closed from the bridge in
such a way that, when operated locally to reverse the bridge control, it
returns to normal when locally released. For closing one or more
doors by the rising of a float in the bilge, each door valve has a plunger
normally subjected to pressure to reverse the door valve subject to the
control of a trigger operated by the bilge float. To reverse the door

oT |

valve the plunger may, for example, be subjected to pressure in the
main under pressure when the doors are opened from the bridge or
to spring pressure for the same purpose, and also to fluid pressure in the
other, or closing main, in which case the fluid pressure counteracts the
spring. ‘To provide that a door when partially or quite closed may be
held against simultaneous opening from the bridge a non-return valve is
located, and when closed it either prevents exhaust from the closing end
of the door cylinder or cuts off connection with the opening end of it.
This valve is normally held open, and is closed to eliminate opening
from the bridge. Where the doors are not to open simultaneously from
the bridge a non-return valve is located so that when closed it either
prevents exhaust from the closing ead of the door cylinder or cuts off
connection with the opening end of it, and which is normally held
closed by the flow to or from the cylinder, means being provided for
opening the valve locally to open a closed door.

29,310. FLUID PRESSURE APPARATUS FOR OPERATING
BULKHEAD AND OTHER DOORS. F. J. PIKE, BECKENHAM,
AND H. NEVILLE, FOREST HILL:

Relates more particularly to controlling valves for a reversible two-
main system, one main being subjected to pressure and the other
opened to exhaust. These mains are alternatively connected to pres-
sure and exhaust for simultaneously opening or closing a number of
doors from a central station. The door controlling valve has a slide
having a flat face and so fitted that the pressure fluid is active upon
only a portion of the arena of the back of it, mechanical devices pressing
it against its seat. The application of such valves to the system is de-
scribed.

International Marine Engineering
NOVEMBER, 1912

The United States Red River Hydraulic Dredge Waterway

Early in the summer of this year the Dubuque Boat & Boiler
Works, Dubuque, Ia., delivered to the United States Engi-
neers at Vicksburg, Miss., the steel self-propelled hydraulic
dredge Waterway. shown in Fig. 1. The dredge is a steel hull
boat fitted with the ordinary type of stern-wheel towboat ma-
chinery, and a sand hydraulic purnping plant for river dredg-
ing. The dredging outfit also includes four steel pontoons
and a pipe line, together with a full complement of auxiliary
gear for handling the plant. The dimensions of the dredge
itself are: Length between perpendiculars, 142 feet; beam,
molded, a4 feet; depth, molded at center line, 7 feet; depth,

earner

.
Tro
POAT G BROILER
nt Bates

tending 48 feet 4% inches in length and projecting 20 feet
3 inches aft of the false transom for the propelling engines.
The after end of each cylinder beam is supported by a 134-inch
diameter chain, the chain, or samsom posts, two in number,
consisting of latticed columns which extend to a total height
of 40 feet above the molded main deck. |

At the bow of the boat is the hoisting frame for the suc-
tion ladder, which consists of an A-frame pin-connected to
the bow plate with the legs spread 22 feet 8 inches between
centers, each leg being constructed as a latticed channel col-
The. frame is guyed to the head of the swinging frame,

—
we

Sameer ee

FIG. 1.—THE WATERWAY EN ROUTE FROM THE BUILDERS’ WORKS TO VICKSBURG

molded at sides, 6 feet 8 inches; sheer, forward, 6 inches.

The general arrangement and construction of the hull are
shown in the accompanying illustrations, the main scantlings
being indicated on the midship section.

The hull is framed transversely and stiffened by four trans-
verse and two longitudinal watertight bulkheads, and by three
longitudinal lattice trusses. The transverse bulkheads are
worked intercostally between the longitudinal bulkheads and
between them and the sides of the boat. The longitudinal
bulkheads, on the other hand, are continuous from the bow
plate to the main transom. They are placed 5 feet 8 inches on
either side and are parallel to the boat’s center line. The three
longitudinal lattice trusses are also continuous. and uniform
from the bow to the stern, except where modified at the cock-
pit and boat ends, running in general parallel to the boat’s
center line. Each consists of a similar top and bottom chord
and of lattice panels spaced 5 feet centers composed of the
members shown in the framing plans, Fig. 3.

The hull has no overhanging guards, but at the stern there
are on each side of the boat cylinder beams of I-section ex-

which in turn consists of a 10-inch by 25-pound I-beam sup-
ported near each end from the main deck by a two-legged
frame, each leg consisting of a latticed channel column.

The main deck of the dredge is given over to propelling
and dredging machinery, but on the boiler deck, which ex-
tends from the stern forward a distance of 124 feet 6 inches,
will be found two cabins with an open gangway, 10 feet 6
inches wide, separating them. The forward cabin is 30 feet
4 inches long by 26 feet wide, containing a central hall 11 feet
wide with staterooms, bath and wash rooms adjoining it on
either side. The forward end of the hull is used as an office
and the after portion as an officers’ messroom.

In the after cabin, which is 44 feet by 26 feet wide, are
located the kitchen, the cook’s and laundress’ rooms, while the
after part is taken up by the crew’s messroom and quarters
with a waiter’s room on the starboard side and a laundry
on the port side.

The hurricane deck, which is co-extensive with the boiler
deck, contains only the pilot house, which is 12 feet by 11 feet
8 inches wide, located forward on the deck.

430

PropeLLiInG MACHINERY

Steam for the propelling and dredging machinery is fur-
nished by two boilers of the Mississippi River type, each 42
inches minimum internal diameter by 28 feet long, with five
934-inch flues. The boiler shells and drums are 28/100 inch
thick, the flues 25/100 inch thick and the heads 5g inch thick.
All the longitudinal seams are double riveted and placed above
the fire line, while the girth seams are single riveted. The

"
% T&G.
1x9

24's 1%" Se
AS

INTERNATIONAL MARINE ENGINEERING

NovEMBER, I912

flue type, 42 inches diameter, 8 feet high, containing eighty-five
2-inch tubes. This boiler furnishes steam for the deck ma-
chinery, engine room auxiliaries and electric light engine.
The main boiler feed pump is a horizontal duplex double-
acting pump with steam cylinders 6 inches diameter and
water plungers 4 inches diameter with a stroke of 6 inches.
The auxiliary boiler feeder is a 7!%4-inch by 5-inch by 6-inch
pump similar to the main boiler feed pump. It will also serve

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FIG. 2.— MIDSHIP SECTION

boilers are built for a working gage pressure of 160 pounds
per square inch. The single steam drum, which is connected
to each boiler by a leg 12 inches diameter, is 8 feet long by
18 inches diameter. There are two mud drums, each 14 inches
diameter by 7 feet long, connected to each boiler by a leg
8 inches diameter. Each boiler is equipped with a Snowdon
heater, and there is a mechanical draft apparatus for each
chimney consisting of a 50-inch full-housed fan with water-
cooled bearings guaranteed to deliver 5,000 cubic feet per
minute of gases at 550 degrees Fahrenheit with a pressure
of one inch of water.

There is also an auxiliary boiler of the vertical submerged

as a general service pump for washing decks, pumping bilge,
fire service, etc. There is also a full equipment of donkey,
hand, deck and filter pumps with their connections.

The main propelling engines consist of a port and starboard
cylinder each 13 inches diameter by 6-foot stroke of the usual
Mississippi River type, with balanced poppet valves, both
steam and exhaust, of the Frisbie type arranged for working
full stroke, and also provided with a “California” or “Cross”
cut-off adjustable from 1% to 7% stroke. Each pitman is 25
feet long from center to center of the wrist pins. It is of
clear Douglas fir 13 inches deep and 11 inches wide finished
dimensions at the mid-length.

437

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INTERNATIONAL MARINE ENGINEERING

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The stern paddle wheel is 18 feet diameter over the buckets.
There are thirteen buckets, each 18 feet long by 22 inches wide
by 1% inches thick. Four of the buckets are double to balance
the cranks. The wheel shaft is solid of hexagonal section
with the diameter of the inscribed circle 9 inches.

A refrigerating plant of the ammonia compression type of
sufficient capacity to cool a storage room or box of 150 cubic
feet internal capacity, and, in addition, to make 300 pounds
of ice per twenty-four hours, is located in the engine room.
There is also an electric plant consisting of a direct-connected
steam turbine and dynamo supplying current for one search-
light, three arc lights and one hundred incandescent lamps.

DrepGINnc MACHINERY

The main pumping engine is located fore and aft on the
center line of the boat in a cockpit in the forward engine
room. It is of the marine type indicating 250 horsepower
with steam at 160 pounds gage boiler pressure, 24 inches
vacuum and 250 revolutions per minute. A steam separator

INTERNATIONAL MARINE ENGINEERING

439

Twin Screw Shallow Draft Steamer

John I. Thornycroft & Company, Ltd., is building at the
Woolston Works, Southampton, a twin-screw shallow draft
passenger and cargo steamer of the following leading dimen-
sions :

Wensthics eae eeaere re Cerna ceurhiie cies 180 feet.
ISR ueR amet cone bos do oe ad oe orm esa 27 feet.
[Dyce bi aeenteans 6 dio o'-.dia ol SONS Act ES RRR NC ME Nee 3 feet

The hull is built of steel, and divided into seven watertight

Ample
space for cargo is provided in the hold, forward and abaft the
machinery space, the passenger accommodation being provided
on the upper and promenade decks.

The propelling machinery consists of two sets of triple-
expansion engines driving tandem twin screws, the latter
being housed in tunnels at the stern, this arrangement being
adopted in order to reduce the draft to a minimum and to give
Steam is pro-

compartments by means of six athwartship bulkheads.

the screws good protection in shallow water.

THE NAPARIMA, A TYPICAL SHALLOW-DRAFT, SCREW-PROPELLED STEAMER

is placed on the steam line to the main pumping engine and
a vacuum oil separator is inserted in the exhaust line of the
main pumping and propelling engines.

The dredging pump is of the centrifugal type with both
suction and discharge 16 inches diameter. The pump is
located in the engine cockpit transversely to the center line
of the boat. Its intake is on the forward side, and its outlet,
which is vertical of the rectangular form, is to the port of the
boat’s center line. A suction pipe, 16 inches inside diameter,
extends on the center line of the boat from the suction pump
forward, where it is connected by a radial joint to the suc-
tion pipe in the ladder. A reversing cutter engine with two
cylinders 7 inches diameter by to inches stroke, is coupled
at right angles to a common shaft and located on the main
deck at the bow. The engine actuates the shaft and cutter
head through a train of gearing to a ratio of about 18 revo-
lutions of the engine to I of the cutter shaft.

The-rest of the dredging machinery consists of a winch for
hoisting the head of the suction ladder and for swinging the
boat’s head through the dredge cut; also a two-cylinder re-
versing spud hoisting engine. Three steel pontoons, 47 feet
6 inches by 12 feet wide and 3 feet deep, molded dimensions,
together with another pontoon of slightly modified design and
a complete discharge line, 16 inches diameter, fitted with
flexible and sliding joints, complete the dredging equipment.

vided by a watertube boiler placed in an enclosed stokehold,
the boiler being worked under forced draft. The guaranteed
speed is 15 knots.

On the upper deck forward are four cabins suitable for the
officers of the vessel, and on the same deck aft are placed the
galley, dining saloon, lavatories, etc. On the promenade
deck is a saloon for the passengers, a ladies’ room, pantry and
additional lavatories. The rudders are worked by a steering
engine placed at the after end of the engine room, and con-
trolled by a steering wheel fitted at the forward end of the
awning deck.

Two 18-foot lifeboats are provided and slung from davits
on each quarter, also four derricks are fitted for handling the
cargo.

This vessel will proceed to her destination under her own
steam. Temporary wooden bulkheads and a turtle deck are
to be fitted in order to ensure her seaworthiness on this ocean
trip.

In most respects the vessel is similar to the steamship
Naparima, built by Messrs, Thornycroft for the same service
some years ago, and which is shown in the illustration, but the
present boat is considerably larger.

Boats propelled by gasoline (petrol) or petroleum are to
be operated on the Moldau and Elbe Rivers to provide a
service between Prague, Stechovic and other cities in Bohemia.

440

INTERNATIONAL MARINE ENGINEERING

NovEMBER, I91I2

An American-Built Shallow Draft Boat for Alaskan Rivers

Situated at the mouth of the Copper River, Alaska, is what
is known. as the Orca Station of the Northwestern Fisheries
Company, of Seattle, Wash. The cannery located at this
station secures its principal supply of fish from the flats and
shallow waters around the mouth of the river, and in order
to transport the fish from the traps and seine boats where
caught to the cannery it was necessary to provide a light draft
vessel of considerable capacity for this work. Accordingly,
plans for such a vessel were made under the directions of Mr.
Frank Walker, marine surveyor and engineer, Seattle, Wash.,

The vessel has five rudders of the usual river boat type, the
stocks of the rudders being 4-inch steel and the blades of
34-inch plate. The combined area of the blades is large, and
the rudders are controlled by a powerful hydraulic steering
apparatus, since the swift river currents where the vessel plies
necessitate quick hauling.

Cargo is carried in the hold abaft the boiler space and on
the deck. The cargo space in the hold is ceiled tight and
arranged for drainage to the bilge pumps. Deck cargo is
carried to the height of the bulwarks as far aft as the engine

ia
\ |

= + |

32 34 30 38 40°

Boiler Room

FIG. 1.—OUTBOARD PROFILE, LONGITUDINAL SECTION AND DECK PLAN OF THE W. H. BANCROFT

and the contract for the construction of the boat was placed
with the Hall Bros. Marine Railway & Shipbuilding Company,
Eagle Harbor, Winslow, Wash. The boat is a stern-wheel
steamer named the W. H. Bancroft, and has the following
principal dimensions:

Length of hull, exclusive of wheel

HOUSING See TT ee erect III feet.
Bea, ANOKA 2 .600c0c0000¢000000c 26 feet.
IDE MUN, WANE 35000000c00b0000000 ; 5 feet 6 inches.

The hull is built of Puget Sound fir except the stem, which
is of oak. The scantlings are shown on the drawings in
Figs. 1 and 2. The framing, keelsons and general construction
of the vessel-are heavy, as she has to encounter bad weather
around the mouth of the Copper River, where her route covers
both open sea as well as river service.

space, the bulkhead at the forward end of the engine space
being made watertight to the height of the bulwark rail, all
doors opening to the engine room being entirely above this
height. The galley is located at the after end of the engine
space, and all living quarters are provided on the cabin deck.

The vessel is propelled by a stern wheel 16 feet 6 inches
diameter and 13 feet wide, having sixteen paddles. The main
engines have cylinders 11 inches diameter and 60 inches stroke.
Steam is exhausted through an independent condenser
mounted on a Davidson compound circulating and air pump,
which is located on the main deck between the engines. The
condenser itself contains 760 square feet of cooling surface.
Steam is supplied at a pressure of 200 pounds per square inch
from a single boiler of the locomotive type, having a heating
surface of 1,836 square feet and a grate area of 54 square feet,

NovEMBER, IQI2

making a ratio of heating surface to grate area of 32.8 to I.
The fire-room has an ash chute provided with an opening
through the bottom of the boat for dumping ashes. The
bunker capacity is 15 tons of coal, which gives the boat a
steaming radius of 96 hours. The main steam pipe is of
copper, 4 inches in diameter from the boiler to the engine
room, where it is divided into two branches, each 3 inches
diameter, leading to the engines. Two fresh-water tanks, with
a combined capacity of 2,400 gallons, are located between
bulkheads in the after hold. ;

The draft of this vessel at launching with the machinery on
board was 18 inches. The load draft, with a maximum cargo
of 125 tons of fish and with the bunkers full of coal, is 4 feet.

r mat 7"
2"< 334’ 8 in 26 0

(

Ns 6xlz

FIG. 2.— MIDSHIP SECTION

The vessel cost complete and ready for service approximately
$33,000 (£6,800), and is a staunch and well-built craft through-
out. The average speed when light is 10 miles per hour, and
when loaded 6 miles per hour.

Another Signal Success for Towing Machines.—The tug
Reliance, of the Isthmian Canal Commission (formerly the
M. E. Scully), completed recently a most remarkable trip.
With three barges in tow she left Cristobal on the morning
of Feb. 11, and arrived in Panama Bay June 17, via the Straits
of Magellan. One hundred and twenty-six days were occupied
by the voyage of 10,500 miles. The number of actual steaming
days was eighty-six. From Para to Pernambuco, a distance of
1,100 miles, the time was nine days and five hours. The
severest-weather was encountered during the first three days
out, and the heavy seas kept the decks awash. The towing
machine at the stern of the tug was often submerged while
the bow of the vessel was high in the air. This tug is fitted
with a No. 3 Providence Steam Towing Machine of the Shaw
& Spiegle pattern, having double cylinders 14 inches in diam-
eter by 14 inches stroke, and using 1,200 feet of 134-inch
diameter steel wire hawser. Instances have been noted from
time to time cf steamers taking a single barge in tow from
New York to San Francisco, and vice versa, and from New
York to Liverpool, but this is the first time, we believe, that a
tug has ever attempted such a triple tow. It demonstrates the
great advantage to be derived from using a towing machine,
which relieves the sudden shocks and strains on the hawser
so as to prevent the parting of the same, and to enable the
tug to proceed in any weather, where it would not be possible
to do so were the tow handled in the usual manner, with the
manilla hawser and solid tow-posts.

INTERNATIONAL MARINE

ENGINEERING

Top of Stem.

Nders;

Diag. C

Diag. A

Diag. B

Underside of Covering Board

es Buttock

Base Line — 4

9'/Line

H. BANCROFT

THE W.

FIG. 3.—SHEER, HALF BREADTH AND BODY PLANS OF

44I

442

INTERNATIONAL MARINE ENGINEERING

NoveMBER, 1912

Why Steamboat Traffic Declined Before the Railway*

BY PAUL W. BROWN

The completion of the Northern Pacific and the decline of
the steamboat trade on the upper Missouri decided the last
great campaign in the contest between the American railway
and the American river steamer as means of transportation.
What has come to pass since that day has been but a realiza-
tion of a foregone conclusion. The trade on the lower Mis-
sissippi yielded to the inevitable much earlier; its “peak” was
touched just at the end of the ’50’s; it never recovered the
disorganization of the Civil War. The decade ending with
1880 saw a heavy traffic on the upper Mississippi; the lumber
trade was brisk, and the rush to the Red River wheat coun-
try caused the upstream boats to draw deep. The Missouri,
with its 2,084 miles of navigable channel, leading to the very
gates of the Rocky Mountains, was the last stronghold of
river transportation.

Though more than a score of years have passed since the
issue was definitely decided, with momentous consequences in
the realms of social development, economic progress, finance
and even government, no adequate explanation of the victory
of the railway over the river carrier has yet appeared. The
course of events has been deemed too simple to require ex-
tended explanation. Champions of inland waterway naviga-
tion and writers on railway development, in polar antagonism
on many points, have tacitly agreed that the reason for the
decline of river traffic lay on the surface of the event.

When they have proceeded to state that reason, however,
they have been far from saying the same thing. There are
two standardized explanations of the passing of the steamboat
trade, and each is made, with scarce a change of a phrase,
many times a year.

The steamboat man and the waterway enthusiast—who, by
the way, are not necessarily the same person—assert that it
was the total depravity of railway managers which killed the
steamboat trade. This is alleged as a sole and sufficient ex-
planation. Steamboat traffic is of necessity limited to certain
routes. Railways, we are told, were for years content to do
business at a loss on those routes, and recoup themselves by
overcharging in districts where there was no waterway com-
petition, in order to strangle the steamboat trade. They gave
rebates, issued passes, cut rates, bought up water terminals.
They purchased boats, and either laid them up to rot, or made
rates so high that no business fell te them. Their work was
insidious. When the steamboat owners finally awoke to their
danger, the railways were everywhere; their capitalization had
reached a figure which made them preponderant in the world
of finance; shippers were unable to take the large view, and
saw only the free passes and immediate rate concessions held
out to them, blind to the coming time when the railway
should, like Poe’s Red Death on the morning after the feast,
“hold illimitable dominion over all.’ This is the steamboat
view.

The railway man, on the other hand, declares that the pass-
ing of the steamboat was but the inevitable progress of an
outworn instrument of transportation to the evolutional scrap
heap. The steamboat season was limited; the railway runs
twelve months every year. The steamboat schedule is broken
by high water, low water, floating ice, storm; the railway is
well-nigh as independent of weather as of season. An up-
stream freight carrier nets 5 miles an hour; a slow freight
train nets 15. Steamboats are confined to certain routes,
nearly always circuitous; railways may follow air lines in

* From the Railway Age Gazette.

level country and surmount mountain ranges in that which
is rough. Steamboats are restricted to waterside terminals in
delivering freight; railway terminals may be as wide as the
confines of the community served.

Each of these explanations wins its victory too easily; both
are characterized by what John J. Ingalls called “the fatal
gift of facility.” Waterway explainer and railway explainer
have shirked the laborious task of finding out why the steam-
boat passed away before the railway advance; each has told
how the change ought to have occurred.

Now, history manufactured by “‘the rule of reason” is the
least trustworthy commodity known to the commerce of ideas.
Actual situations are always more complex than our thoughts
about them. Leaving altogether at one side the question why
the steamboat ought to have yielded to the railway, why, in
fact, did it yield?

The moment we begin to scrutinize the two standardized
explanations we are afflicted with certain doubts. The steam-
boat man’s explanation may apply to the final phases of the
struggle, but it seems wholly insufficient to account for the
railway’s initial victories. When the railway first appeared
upon the scene, it was the interloper, the untried and unproven
instrumentality, while the steamboat held the field. Through-
out the river valleys of the West the steamboat interests con-
trolled transportation, and were inextricably interlocked with
banking and manufacturing interests. As for total depravity,
manifesting itself in rate-cutting and kindred practices, by
what Machiavellian stroke did the infant railways possess
themselves of all the effective resources of human rascality,
and leave the steamboat owners to go to hopeless ruin with
clean hands and pure hearts? No explanation of this miracle
has ever been tendered, nor am I aware of anything in the
history of morals which might help one to understand it.

When we turn to the railway explanation we feel the same
dissatisfaction. It is true that the river carrier does not oper-
ate throughout the whole year; but the same disability has not
prevented the lake carrier from building up a traffic which
is one of the wonders of modern transportation. The railway
may, within certain broad limits, go where it pleases and de-
liver goods where they are desired; but the infant railway
competed for business in a world organized for steamboat
traffic, with waterside warehouses and factories. Steamboats
are much slower than fast freight trains, but in the years of
the railway’s initial victories over the steamboat our modern
high-pressure system of distribution had not been organized,
and was not even dreamed of. Shoes were made by hand;
packing-house products were unknown outside of a few large
centers; harness, wagons, buggies were made in small shops
in every village; bananas and oranges were unfamiliar deli-
cacies to the average American. We cannot account for the
early triumphs of the railway by invoking its supply of needs
which had not then been created.

When we consider the main contention of the railway view
—that the steamboat was brushed aside before a more eco-
nomical means of transportation—we are confronted by the
incontestable fact that it has not been brushed aside. Small
as is the volume of steamboat traffic, it still continues, and not
simply with districts not readily accessible by rail, like the
projecting tongue of land between the Mississippi and Illinois.
The steamboat survives in highly competitive territory. St.
Louis and Alton are connected by railways and by a fast inter-
urban trolley line; yet packet boats, carrying both freight and
passengers, carry on a trade which flourishes in the teeth of

NovEMBER, IQI2 -

this double competition. The Lee Line runs steamers between
Memphis and St. Louis, Memphis and Vicksburg, and Mem-
phis and Cincinnati, in competition with great railway sys-
tems operating through a country whose climate and topog-
raphy are especially favorable for economical railway opera-
tion. The single instance of this company, with its record of
continuous operation for more than a generation between
chief commercial centers of the central west, is proof con-
clusive that the explanation of the passing of the steamboat
must be sought in something more convincing than an easy
generalization about “an outworn instrument of transpor-
tation.”

The full explanation is not all to be found in any one place.
The portions of it which I have gathered have been encoun-
tered in many places; in conversations with old merchants in
little waterside towns, and with old pilots on hills overlooking
long reaches of empty river; in stray remarks dropped in
pilot-houses, as a laden packet went swinging down the long
curve under the high bank of a great bend on a summer night ;
from dusty files of newspapers of the ’50’s; out of observation
of the actual operation of steamboats on many waters at the
present day. The main factors of the decline of the steamboat
trade in the face of railway advance were:

Instability of rates.

Uncertainty and irregularity of service other than those
occasioned by the shortness and variable length of the river
season and the ordinary hazards of navigation.

The short life of the individual steamboat.

The nuisance of marine insurance.

The lack of effective line organization.

The habit of extravagance engendered by an era in which
the westward advance of population was out of all proportion
to the capacity of existing means of transportation.

The first two points—instability of rates and irregularity of
service other than that inseparable from the conditions, of
steamboat operation—are so intimately related that they may
most conveniently be considered together.

In the goiden days of steamboating there was not a stable
rate in all the vast region lying between Fort Benton, Mont.,
and Pittsburgh, Pa. Each steamboat was an independent traf-
fic unit; the captain was his own freight and passenger asso-
ciation, classification committee, and general passenger and
freight agent. In New Orleans in the greatest year river
trade ever saw—the season ending August 31, 1860—the aver-
age cargo of the 4,030 steamboats ticing up at the levee was
540 tons; at St. Louis, eighteen vears before, the average
cargo of the 2,412 arrivals was 193 tons. It is not too much
to say that there were as many “adjustments” of rates as
there were arrivals, for while occasionally two or three boats
might load side by side at identical rates, more often the
captain of a steamboat that was loading found it either neces-
sary to “shade” his figures to complete his cargo, or possibly
to raise them as the available stowage space grew smaller, in
view of an empty river and a full wharf.

A single instance will mirror the situation. Missouri City,
on the north bank of the Missouri River, 28 miles below
Kansas City, was once an important shipping point for a wide
hinterland. “WHen boats were plenty at the season of high
water,” said an old shipping merchant, “the St. Louis rate
would go down to 25 cents (1s. Y%d.); when the low water
season came on and boats were scarce, it sometimes reached
$2.50 (10s. 5d.). Passenger rates varied from $10 to $25
(£2 ts. 8d. to £5 4s. 2d.) for the same reason.”

An incident of those days rounds out the picture. “I re-
member,” said the Old Timer, “once Jim Lane sold some to-
bacco to the government. The water was low, and Jim was
mighty anxious to get it started towards Fort Leavenworth.
Well, the Annie Jacobs, Captain Bill Massie, come along,

INTERNATIONAL MARINE ENGINEERING

443

loaded so’s she was drawin’ all the water they was in the river,
but pretty well down by the head, so if she got her nose over
a bar, the rest’d be pretty sure to follow. ‘Take my tobacco?’
says Jim. ‘Not on yer life,’ says Bill Massie. Jim begged and
begged, but ‘twa'n’t no use. Finally he says: ‘Cap,’ says he,
‘if you'll jest put that tobacco aboard, and start her up river,
I'll pay ye the full rate, and give ye the best suit o’ clothes
that a $100 bill “ll buy in St. Louis.’ So Bill he took the to-
bacco.” It is needless to remind the reader either that the
Elkins law slumbered in the bosom of the unrevealed future
at this time, or that interesting statute has never been con-
strued to apply to steamboats.

Late in November, 1852, just at the end of the season, the
Excelsior arrived in St. Paul from St. Louis with 300 tons of
freight for which she had received “one dollar (4s. 2d.) a
hundred any distance.”

Coupled with fluctuations in rates which mounted to 1,000
percent of the minimum there was great irregularity of ser-
vice, owing to the fact that the individual steamboat did not,
for the most part, develop a trade and stick to it, but went
where the returns were greatest. The Western “steamboat
country” extended from St. Paul to the Gulf, and from the
heart of the Southern Appalachians and the headwaters of the
Allegheny to the foothills of the Rockies in Montana. Times
might be dull on the Tennessee and good on the Oauchita; the
Minnesota river trade might boom just at the time when crops
had failed on the Osage and the Gasconade. What happened
then? A steamboat which had made regular trips to certain
landings for two or three seasons might enter trade simply
by hiring a new pilot, or instructing the old one, if his license
covered the new territory, to turn the boat’s head in that
direction. The freight at the old landings would wait in vain;
it might rot, or find some other conveyance. Nothing bound
the vagrant steamer to her old trade, as the sound of her deep
breathing grew fainter in the distance, and the white water
from her paddles blended indistinguishably with the turbid
river. This tendency of the steamboat, without warning to
the shipper, to deprive him of his accustomed means of trans-
portation just at the season of his greatest need—the time of
crop failure, or of slow transit, because of low water—was
one of the prime uncertainties of business “when the steamboat
Trade can adjust itself to a limited shipping sea-
son; the hazards of high and low water follow, usually, a
certain cycle, and may be in a general way foreseen. But the
steamboat that departed for more crowded landings just at the
time when an established trade most needed regular service,
introduced into business a hazard of the first order.

What+was the effect of these fluctuations in rates and un-
certainties of service on the competition of rail transit with
the river trade?

While there are, of course, factors making for variability in
rail rates, they are few and feeble compared with' those which
influenced river rates in the olden days. The river is an open
highway; any man who could command $20,000 (£4,110)
could build and pay for a small sternwheel boat and become
a factor in rate making; the railway is an artificial traffic way
and requires a heavy initial investment before equipment is
purchased and operations begin. The costs of river transpor-
tation as carried on in the ’50’s were only interest on cost of
equipment, depreciation of equipment, wharfage charges, fuel
and boat supplies, and wages of crew. To run a railway re-
quires a large and permanent organization—engineers, section
men, bridge men, station agents, despatchers and signal men,
yard and roundhouse crews, a traffic staff, etc.—in addition
to the crews operating the trains. All this fixed expense
tended inevitably toward stability of rates. Then, too, the
climatic factor, while affecting the railways to some extent,
is negligible in rate making. Times of high water may cause

was king.”

444 INTERNATIONAL
an occasional washout on a railway, but that is all; while the
season of low water does not exist for railway operation.
A railway knows delay on account of storms, but it is but an
incident of the day’s work. In the steamboat trade, on the
other hand, low water greatly increases operating expense,
while high water makes certain landings inaccessible, and
opens up some areas of traffic which are closed at ordinary
stages. All these are real and vital factors in the making
of rates.

Still another thing must be taken into consideration: the
size of the unit of equipment. A railway train is elastic, and
is an aggregation of traffic units containing, in the early days,
about 8 or 10 tons each. The steamboat with which they com-
peted had a fixed capacity averaging as much as two 20-car
railway trains. Full or empty, the downstream expense was
practically the same, and the upstream cost nearly so. After
a boat had secured cargo enough to meet her fixed and oper-
ating expenses, all that came to her in addition, at any rate
greater than the expense of setting it on and off, was so much
clear gain. If the freight trains of that day had a fixed length
of 20 cars, railway rates would have had an additional element
of instability.

But in the matter of service, the great advantage of the
railway over the steamboat was that the grade was not port-
able and the rails spiked down. The railway stayed when
the steamboat went—not because the railway man was wiser
than the steamboat man, not because he would not have been
glad to move his road, when times were dull at home, to lead
into the Red River Valley, or to the mines of Montana, but
simply because it couldn’t get away. Before long, the railway
man began to see his opportunity in the steamboat man’s
desertion of his territory. The railway intrenched itself as
an imstrument of transportation in the lean years, when the
steamboat had departed for other valleys, where the hills were
green afar off.

Now it is an axiom of the transportation business that any
rate is better than an uncertain rate. When this is reinforced
by the further axiom that a certain means of transportation
has an infinite advantage over an uncertain one, it will be
understood why the shipper “signed up” with the station agent
after the steamboat had left his goods, literally high and dry,
in his hour of need, and paid a somewhat higher rate for a
definite service. The shipper was willing to wait for the
Prairie Belle when the river was low, and to lay in a stock
in the fall to “run him through” till spring; but when the
captain of the Belle left the Illinois river to go to the Yellow-
stone without sending him word, and he let the Evening Star
go by because he was saving his apples for the other boat,
thus losing a dollar a barrel in the St. Louis market, he vowed
vengeance, and went in quest of the railway station agent.

The life of the wooden steamboat is short. The Westeri
Boatman for 1848 presented an estimate of the total number
of steamboat “fatalities” up to that time, with an analysis of
causes. The conclusion was that the average age of boats
“worn out or abandoned” was five years, and that of those
“sunk, burnt or otherwise lost’ was “four years, or nearly
four.” In the ten years between 1840 and 1850 there were
270 boats lost in Western waters. Forty boats lost their lives
by snags in 1840, according to Gould’s “History of River
Navigation,” and 29 in the year following. George B. Mer-
rick, the historian of steamboating on the upper Mississippi,
has compiled records, as far as possible, of every boat which
ever ran regularly above the Upper (Rock Island) Rapids.
Their average life was five years. The most prosperous year
on the Lower River, 1860, saw 290 boats destroyed or dam-
aged; 120 of these were totally destroyed.

It is interesting to compare these figures with the number of
steamboat arrivals at New Orleans, the great entrepdot of the

MARINE ENGINEERING

NovVEMBER, 1912

valley. These totaled 4,030. The casualty list, of course, in-
cludes all Western waters, but it is suggestive that if the boats
reaching New Orleans averaged but ten trips each in the sea-
sou—which is twelve months long on the Lower River—the
fleet numbered but 403; and that the number of casualties
in the Valley resulting in total loss was about one-third as
great as the whole New Orleans fleet.

The average life of the boats worn out in service seems
very short. We shall return to that point later. It should be
remembered here that average means average. There were
boats which remained in service for twenty years, like the
Itasca, built in 1857 and burned at La Crosse in 1878; but there
were others which never completed the first trip.

Now, the short life of the steamboat had a very definite in-
fluence in its contest with the railway, entirely apart from the
question of hazard. A railway is, physically, a resistant thing,
and a dul] season perhaps has as great a tendency to lengthen
the life of rails and equipment as to shorten it. But the
causes which operated to produce a dull year in the steamboat
trade—crop failure and consequent paralysis of business—
brought about also a stage of water that greatly increased the
hazards of operating wooden boats. Then, too, it must be
remembered that the prosperous boat owner who became a
trifle lazy and stopped building boats, though he might con-
tinue to operate all he had, would, in the course of a very
few years, go out of the business automatically. A railway,
short of bankrupt sale, remains, for better or for worse, in
the hands of its owners; a fleet of wooden steamboats, no
matter how well operated, if not reinforced by frequent addi-
tions, literally disappears from sight in the course of a few
years and “leaves not a wrack behind.”

The nuisance of marine insurance was a factor in the de-
cline of the steamboat trade which may be summarily disposed
of. For some inscrutable reason, steamboat men have never
learned to deal with the insurance brokers themselves, and
issue an insured bill of lading. After the shipper has obtained
a satisfactory rate, he must visit the broker himself, and get
his insurance. Nor is the insurance full; it covers only dam-
age in transit; goods at the landing are at the shippers’ risk.
Even though freight rate and insurance rate added together
leave a comfortable margin below the rail rate, there are the
human factors of worry and trouble, and the commercial
factor of time lost over negotiations.

Before we begin to consider the effect on the steamboat
trade of absence of adequate line organization, I wish to revert
to the important fact that the victory over the steamboat was
won, not by the railway of the present day, but by the rail-
way as it was in the Mississippi Valley between 1860 and
1880. When the steamboat man of the present day talks of
the change that has come over his calling, he accounts for
it by experiences of the past twenty-five years, the darkening
twilight period since the setting of the steamboat sun. When
the railway man of the present day pauses to account for
railway supremacy, he unconsciously thinks in terms of the
modern railway. Now, let us recognize, once for all, that
the railway that won a victory over the steamboat knew noth-
ing of continuous brakes on freight trains; that its freight
cars carried from 16,000 to 28,000 pounds each, instead of
from 60,000 to 110,000; that 38 tons was, in the Mississippi
Valley, a heavy locomotive; that rails were largely of iron,
perhaps 40 pounds in weight on the average; that block signals,
gravity terminals, automatic couplers, steel underframing and
draft rig were as far from the vision of the railway man
as were concrete bridges and culverts, 1o0-pound rails, %
percent grades through rough country, compound engines
and superheated steam. The steamboat of fifty years ago
was every bit as good as the steamboat of the present day;
the record time between New Orleans and St. Louis was

a? =

NovEMBER, 1912

probably made by the J. M. Wiute in 1844 (the Robert E. Lee,
in 1870, finished in less time than the White, but the river had
materially shortened itself by cut-offs in the intervals). The
railway has gone on; the steamboat has stood still.

It is very easy to draw the wrong inference from this fact.
The hasty generalizer will jump to the conclusion that if the
steamboat retired before railways so imperfect it is evidence
of its utter worthlessness in the modern transportation world.
Let me once more remind him of the boats now in operation
in highly competitive territory, and advance, tentatively, the
view that the conclusion to be drawn is rather that factors
other than the straight economic test of two rival instruments
of transportation are to be invoked in the explanation.

This 1s especially to be remembered when we take up the
absence of adequate line organization, and its effect on the
steamboat’s fate.

The great magnitude of American commercial corporations,
that most significant fact of our modern commercial life, with
its marked effects on social organization and even on national
character, is the direct result of necessities laid upon Ameri-
can railway managers by the continental sweep of American
territory. The first big American corporation was the rail-
way corporation, and it became big because of the breadth of
its necessary field of operation. In England there is no town
or village situated more than go miles from a seaport. In
France the greatest distance from the seaboard is little more
than twice as much. In the United States the goods which,
at Buffalo, reach the eastern limit of Lake navigation after a
journey of 1,000 miles, are still 400 miles from the seaboard.
In 1843 the traveler could go by rail from Buffalo to Albany,
but he was carried on the rails of sixteen different companies.
The business was largely through business. It traversed a
territory under one government, with one language, one law
and one tradition. That these sixteen companies, each by a
link in one haul, should coalesce and become one was inevi-
table. It was but response to the compulsion of inexorable
necessity.

All over the United States the same process was going on.
The world had never seen such corporations. Mankind had
never extended so far the bounds of a single commercial man-
agement. But the continent was inexorable. It was the con-
tinent that compelled the American railway manager to stretch
his conceptions to its imperial extent, to think in terms of its
vastness, to run one railway from the sea to the Lakes, and
from the central river to the western sea. The early railway
managers made mistakes. They tried to apply to corporations
gigantic beyond precedent means of control inadequate to such
vast creations. Some of them were devoured by their own
Frankensteins. But the length of the railway was dictated by
necessity. The road had to run to the land’s end.

The steamboat man saw this, and tried to meet combination
with combination. He failed. The reason is clear. He was
not coerced by necessity. Between St. Louis and New Orleans
one captain and crew, with a $40,000 (£8,220) boat, was as
complete an instrument of transportation as the Illinois Cen-
tral Railroad—of far less capacity, but equally sufficient unto
itself.

The human factor is tremendously important here. The
steamboat, in 1860, had been the chief means of transportation
in the West for forty years. It was then as old as the rail-
way was in 1804, forty years after the first line touched the
Mississippi. The best human material had gone into the busi-
ness. Now, the steamboat man was an individual pure and
simple. The captain made his own schedule, selected his own
route, accepted or rejected freight consignments, as his judg-
ment dictated. He often owned his own boat; how often one
must pore over old steamboat lists to realize. If he worked
for other owners, they trusted him in everything, so long as

INTERNATIONAL MARINE ENGINEERING 445

the returns of the trade were satisfactory. He penetrated
new countries. He braved hostile Indians. At each end of
the season, in the North, his boat played a game with death
as he dared the ice, for there were rich rewards for the last
boat into St. Paul, and the first to leave St. Louis or Dun-
leigh (East Dubuque) in the spring.

One thing this admirable and capable individual did not un-
derstand—how to work in harness. This is the first lesson the
railway teaches, for obvious reasons. It is, in the end, the
great lesson of civilization’s riper pages. The steamboat cap-
tain lived and died a pioneer. And when the transportation
business reached the stage where organization on a large scale
was a determining factor, the railway found itself with a
personnel trained to pull together and move at the word of
command, while the steamboat trade was manned by a splen-
did set of individual chieftains, undisciplinable, unorganizable,
each ready to go down to the bottom of the river, if necessary,
with his own particular pennant nailed to his own particular
jackstaff.

The Rock Island tapped the Mississippi in 1854. Within
two years thereafter the railway reached the river crossings
at Galena, Alton, Burlington, Quincy and Cairo, and the rail-
way became a factor in the steamboat world. The first joint
stock company for the operation of steamboats in Western
waters was the “Cincinnati and Louisville Mail Line,” organ-
ized in 1818. The first regularly organized company in the
Upper Mississippi was formed in 1842. It was not until just
after the Civil War that this form of organization was tried
out on the Missouri. Many of the so-called “lines” were sim-
ply operating pools. Each captain owned his own boat and
could retire with his share of the profits or losses at any time.
The instability of such an organization at just those times
when organization was most vital to the life of the trade
needs no comment.

A few brief biographies of lines, real and so-called, will
reveal the actual course of events better than general state-
ments. In 1858 the “Railroad Line,’ having traffic arrange-
ments with the Illinois Central at Cairo, and the Ohio and
Mississippi at St. Louis, was formed by the owners of ten
of the finest steamers in Western waters to run between St.
Louis and New Orleans. “While this was not a joint stock
company, the boats were run in joint interest, and with a
regularity heretofore unknown in this trade and at uniform
prices for the business they did.” The traffic man will read
much between the lines of this naive comment of Captain
Gould, vessel master and historian of steamboating. Soon the
new line, which included the Pennsylvania and the Alex. Scott,
was high in favor with shippers and passengers. “A position
in the ‘Railroad Line,’ or a ‘day in the line,’ as it was called,
was coveted by all who had a boat suitable for the trade, and
commanded a large premium when offered for sale, and as
high as $1,500 (£308) was paid in some instances.” This
line was broken up by the Civil War.

Just after the war, in the prostration following the destruc-
tion of southern trade and the disuse of army transports, a
large joint stock company, the “Atlantic and Mississippi
Steamship Company,” was formed by steamboat owners, who
took stock according to the appraised value of the boats they
put into the line. The capital was $2,000,000 (£411,000). The
line had through billing arrangements with railways and
ocean-going lines. This venture was killed by the individual-
ism of the steamboat men, both without the line and within it.
The owners who were left out of the new organization com-
bined at once and disorganized the rate situation by compe-
tition. The effects of this spirit within the line are eloquently
summed up by Captain Gould. “Many of the steamboats were
in commission, manned by crews with little [pecuniary] in-
terest beyond their salaries, each crew striving to excel the

440

other in the excellence and luxury of their tables and the
speed of their boats, with no one to control or check their
extravagance.”

A Jurid light is cast upon the central organization of a cor-
poration the aggregate of whose property was “fabulous” to
the chronicler. “The widespreading limits of the company’s
business rendered it impossible for the executive officers (only
two of whom were receiving salaries) to do more than give
general supervision, leaving the detail and the result to the
judgment and the caprice of those in charge of the boats.”
Discipline in the general sense there was none, and discipline
on the individual boat appears to have gone by the board, for
a series of disasters swept away half the fleet in six months.
The line lasted less than two years. We read that “the direc-
tors were liberal, high-toned business men, and stood man-
fully by the company throughout all its embarrassments.”

It is worth while to remark again that these were the best
boats, officered by the best boatmen in the Valley. This single
history is conclusive as to the fitness of the pioneer steam-
boatman to “work in harness.”

All other forces making for the decline of the steamboat
trade were intensified in destructive quality by the general
social situation in the forty years intervening between 1850
and 1890. This was a time when a tremendous population
movement overflowed utterly inadequate channels of trans-
portation. All the steamboatman’s other disabilities might
have been overcome had he been in any true sense a sane
business man.. He was the spoiled darling of fortune. The
whole course of social development was such as to beget in
him habits of extravagance, and to make him trust that the
morrow would care for the things of itself. The steamboat,
during the years between the building of the first railroad to
the Mississippi and the completion of the Northern Pacific,
which killed the trade between St. Louis and the Upper Mis-
souri, was not, like the railways of the present day, the me-
dium of the interchanges of a settled population. It was the
vehicle of the advance of an eager population into a virgin
land. The ’40’s and ’50’s saw the rush to Wisconsin and
Minnesota; the period following the war witnessed the con-
quest of the Red River wheat country by immigrants by the
Missouri and the Red River of the north. Then came the
discovery of El Dorados on the headwaters of the Missouri,
beyond the end of its 2,084-mile steamboat journey from St.
Louis.

“Many a time during the Minnesota rush,” said an old pilot
to me, ‘“‘the captain has watched the people coming on the boat
at Dunleith or Rock Island until she had all she’d sleep on
the cabin floor and the boiler deck, besides two in every bunk
and steerage passengers all over the freight on the main deck.
When he guessed she had all she'd take, he and I would take
the sounding pole and walk down the landing-stage, crowd-
ing back the people who were pouring on in a steady stream.
Then we'd cast off and straighten up, with the levee as
crowded, to the eye, as when we come in.”

It was the demand for transportation thus created—and the
incident given above could be paralleled many times in every
“trade” of that day—that was at the root of all the steam-
boat’s disabilities. It was responsible for the fantastic varia-
tions in rates; it was responsible for the desertion of estab-
lished routes by captains, lured by the great rewards of pio-
neering. The short life of the steamboat would have length-
ened, as improvements strengthened its weak places, substi-
tuted steel for wood, and differentiated passenger and freight
carriers, just as has happened in Europe; but what was the
use? When a good boat would pay for herself in one season
and could reasonably be expected to last five, why worry over
steel] hulls and cargo-box barges? Suppose the shipper did
find himself incommoded by the necessity of bargaining with

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

the insurance broker ; who cared, when there was more freight
as it was than the boat could load? Suppose the line went
to pieces; the captain of the Nancy Belle held a license cover-
ing the Missouri, and passengers were plenty at St. Louis with
$300 (£62) each to pay for transportation to Fort Benton.
Pilots were paid regularly $500 (£103) a month; crack men
received much more. One pilot, paid by the trip, who had an
especially good knowledge of the eccentricities of the Mis-
souri, made $120 (£25) a day between Kansas City and
Omaha. Captain “Bill” Massie “cleaned up” more than $30,-
000 (£6,160) in a single season on the Missouri at the wheel.

When the West and North became populated this transpor-
tation fever went down. It left the steamboatman with an
empty pocketbook—for his prodigality had equaled his earn-
ing power—expensive tastes and invincible prejudices in favor
of the business methods of a boom period.

The foregoing were, in my opinion, the chief causes of the
decline of the river trade in the West. The causes usually
alleged by critics of the railways certainly operated and go
far to explain how the rail lines, grown strong and conscious
of their strength, took away the remnant of the kingdom of
the steamboat. But this is not the real problem; that is set
for us by the earlier years, when the railway was crude and
its service imperfect, when accidents were many and schedules
represented only the substance of things hoped for, while the
steamboat was the accepted means of transportation in a
traffic world organized by and for water carriage. The vic-
tory of the railway was not a matter either of swiftness of
transit or ton-mile costs. The question of the relative econ-
omy of the two instruments of transportation in the Missis-
sippi Valley has yet to be tried out in a practical way.

Naval Architects’ Meeting

The twentieth general meeting of the Society of Naval
Architects and Marine Engineers will be held in the Engi-
neering Societies building, New York, Thursday and Friday,
Noy. 21 and 22, each session beginning at 1o A, M. The
Council will meet at 3 o'clock Wednesday, Noy. 20, in the
Engineering Societies building, and proposals for membership
should be mailed so as to reach the secretary on or before that
date. The annual banquet will be held in the Astor Gallery of
the Waldorf-Astoria at 7 P. M., Friday, Nov. 22.

A preliminary list of papers to be read at this meeting is

as follows:
NOVEMBER 21

1. “Experiments on the Fulton,’ by Professor C. H. Peabody, Mem-
ber of Council.

2. “The Design and New Construction Division of the Bureau of
Construction and Repair, Navy Department,’ by Naval Constructor
R. H. Robinson, U. S. N. Member.

3. “Engineering Progress in the U. S. Navy,” by Captain G. W.
Dyson, U. S. N.

4. “Marine Lighting Equipment of the Panama Canal,’ by Mr.
James Pattison.

5. “The Lightship,” by Mr. George C, Cook.

6. “Oil-fired Marine Boilers,” by Mr. E. H. Peabody, Member.

7. “The Preservation of the Metals Used in Marine Construction,”
by Lieut. Commander Frank Lyon, U. S. N.

NOVEMBER 22

8. “An Electrically Propelled Fireproof Passenger Steamer,’ by Mr.
W. T. Donnelly and Mr. G. A. Orrok, Members.

9. *‘Notes on Fuel Economy as Influenced by Ship Design,” by E. H.
Rigg, Member.

10. “Different Applications of the Marine Gyro in Science,” by Mr.
Elmer A. Sperry, Member,

11. “Rudder Trials of the U. S. S. Sterett,’ by Asst. Naval Con-
structors (RO D. Hanson) U.S: N:) and J. (@ Hunsaker,) U5 (S> Ne
Juniors.

12. “‘Logarithmic Speed Power Diagram,” by Mr. Thomas M. Gunn.

Papers are also contemplated on “Recent Developments of
the Marine Diesel Engine” and the “Development of the
Hydro-Aeroplane,” subjects which are of particular import-
ance at the present time, and which it is hoped will be thor-
oughly discussed at this meeting. :

NOVEMBER, I9I2

INTERNATIONAL MARINE ENGINEERING

447

Water Transportation, Rail Rates and the Inter-State
Commerce Commission

BY JOHN RUDDLE*.

The great agitation that has taken place within the last
few years and the great expenditure of money that has been
made by the Federal Government on improving waterways
for navigation, warrants the assumption that it is the policy
of the United States to encourage the development of in-
ternal water-borne commerce—whether for the purpose of
assisting in the regulation of railroad rates or for the sake
of the water traffic itself is aside from the question—the policy
seems to be established. But in all the discussion the
method of regulating the competition between the water car-
riers and the railroads seems to have been overlooked, or at
least has received very little discussion.

In European countries it was discovered very early in the
development of railroads that it would be necessary to pro-
tect the commerce carried by water from destructive compe-
tition from them or it would be destroyed. It was compara-
tively easy to establish this protection and to make it effec-
tive, because the railroads and waterways are very largely
owned by the governments, and all that was necessary was
to establish rules in making rates that the rate by the rail-
road should. be higher than by water, and they could be
easily enforced. Moreover, the public had long been accus-
tomed to transportation by water, and had located their
industries so that advantage could be taken of it, and they
were naturally very much opposed to having these industries
interfered with or made less profitable by the railroads
making more favorable rates to the industries that were not
so located or could not be reached by waterways; consequently
they looked with favor on a differential in favor of the water-
ways, and it was easy to establish and enforce.

It would be impossible, and even if possible it would be
very undesirable, for the United States to follow in the foot-
steps of the European countries, in order to build up water
transportation and fix any arbitrary differential between the
rates for water and for rail transportation. In the United
States, however, the conditions are radically different. Here
the railroad development came first over a very large portion
of the country, and industries are located with reference to
transportation by them, the water transportation is only now
following. Moreover, the railroads are all owned by private
capital, and the savings of the people are very largely in-
vested in their securities. Up to the time the Inter-State
Commerce Law was made effective the railroads had it in
their power to make such rates as pleased their managements,
and when in competition for business carried by waterways
frequently made rates sufficiently low enough to take all the
business away from them and destroy them, and after their
destruction raised the rates again not only to the old figure
but sufficiently above to recoup themselves for the losses
incurred in destroying the water competition. The Inter-
State Commerce Law puts in the power of the Commission
to regulate the railroad rates and to protect the water traffic
from this destructive competition; but, unfortunately, it has
not always been so administered, and the water traffic is
little, if any, better off than it was before the passage of the
law.

As is well known, Section 4 of this act contains a provision
known as the “long and short haul clause,” which provides
“That it shall be unlawful for any common carrier subject to
the provisions of this act to charge or receive any greater

* Consulting engineer, Atlanta, Ga.

compensation in the aggregate for the transportation of pas-
sengers or a like kind of property, under substantially simu-
lar circumstances and conditions, for a shorter than for a
longer distance over the same line.” * * * “Provided,
however, that upon application to the Commission” * * *
“such common, carrier may, in special cases, after investiga-
tion by the Commission, be authorized to charge less for the
longer than for the shorter distances.” The railroads have
taken advantage of the phrase “substantially similar circum-
stances and conditions” to claim the right, under the pro-
vision, to make low rates to meet the water competition ex-
isting or potential, and their contention has been recognized
by the Commission, and the right to make lower rates for the
longer than for the shorter haul has been granted. Some
of these rates thus made have been unprofitable, and usually,
if the water competition was destroyed, the rates were put
back to what they originally were or higher. Also the rail-
roads, in order to recoup themselves for the losses incurred
under the low rates, made and maintained unduly high rates
between points that could not be reached by water trans-
portation, thus placing such points at a disadvantage.

An effort has been made by a recent amendment to the
act to prevent the railroads from increasing their rates after
they had once been lowered to meet water competition,
unless some reason other than the disappearance of such
water transportation shall be shown, This, however, is no
protection to the water transportation; in fact, it only serves
to make more certain that it will not be revived. The ap-
plication of the law first destroys the water competition and
then makes sure that it will stay destroyed by preventing
the railroads from increasing their rates to such a point that
water transportation would again become profitable, ’

The following principles of economics will probably be
admitted :

1. The body politic has a right to receive from its servants
satisfactory service at the lowest cost consistent with such
service, all things being considered.

2. If one portion of the body politic receives a service at
a cost lower than the actual cost of performing such service
some other portion must be charged a higher rate for its
service in order to make up the deficiency.

3. No portion of the body politic has a right to receive a
service at a cost lower than the actual cost of performing
such service.

4. If water transportation cannot perform satisfactory ser-
vice at a rate equal to or less than the cost to the railroads,
it is not entitled to special protection, for the body politic
cannot, in the long run, support uneconomical servants.

Specifically, if a railroad makes a rate for transportation
at less than the actual cost of performing the service in one
territory, in order to compete with water transportation, it
must make up the deficiency by charging an excessive rate in
some other territory where such competition does not exist.

The above principles might be easily applied in regulating
the rates made by the railroad companies, in competition with
water carriers, by changing the administration of the “long
and short haul clause,” and do strict justice to all interests
concerned. It is not to amend the Inter-State
Commerce Law in any particular in order to permit the
application.

necessary

In order to apply these principles it is necessary to have

448

some figures of cost to start from, and the foundation on
which to base these is already available in the reports now
made to the Inter-State Commerce Commission. It is not
necessary to disturb the present rate fabric in any way.

The cost of performing service by-a railroad is made up of
two items, “operating expenses” and “fixed charges’—this
latter including interest, taxes and all expenses aside from
the expenses of operation and maintenance. These expenses
cannot be sub-divided so as to determine exactly what por-
tion should be charged against any particular class of traffic,
as, for instance, between freight and passenger traffic, and
consequently no absolutely accurate figure to represent the
cost of performing the freight service per unit can be de-
termined, but it is not necessary so long as the same method
is followed in all cases.

As at present rendered the accounts show costs and re-
ceipts of operation in units of “passenger miles” and “ton
miles.” A third unit might be adopted called the “general
unit mile,’ or simply “unit mile,’ made up in the following
way: Assume for the purpose of this unit that passenger
miles and ton miles are the same kind, add them together
and divide into the total of fixed charges to get a “general
unit” overhead charge. Determine the relative percentages
of the passenger miles and the ton miles to this sum, and
multiply the “general unit” by the percentage of the ton
miles to get the proportion that belongs to the freight traffic.
Add this to the ton-mile cost of operation to get a total cost
per ton mile for freight traffic, which will have to be the abso-
lute minimum that can be received for services if the company
is to continue solvent. In a similar manner the general unit-
mile revenue can be determined, and the difference between
them will show what will go to the stockholders or be avail-
able for improvements. This-total cost per ton mile will then
furnish a base from which the principles already stated can
be applied.

When a railroad comes to the Commission with an ap-
plication for permission to make a rate, using as an argument
that it is asked in order to meet water competition, it should
be required also to show the mileage over which the rate is
to be operative and the subdivisions of the rate, if two or
more roads are interested, or if part of the route is via a
water carrier. The rate per ton mile should be determined
from these figures for each of the railroads interested. If
this rate per ton mile should prove less for each road con-
cerned than the total cost per ton mile as above determined,
the rate should be refused unless some strong specific reasons,
other than the meeting of water competition, applicable to the
particular commodity are given. If it is not refused it will
be absolutely certain that the railroad concerned will recoup
itself for the losses it will incur on the particular traffic in-
volved by maintaining an unjustly high rate on other traffic
where it does not have to meet water competition. The total
cost per ton mile is the figure that should be used, because
it takes into consideration, besides fixed charges, freight
trafhe and all variations of train load, empty car mileage,
distribution of cars, repairs, terminal expenses and all the
multifarious items that go to make up the cost of operating
the railroad which would not be the case if the cost of
handling any particular class of traffic only was considered.
It is proper from an economical standpoint also, because the
cost of handling the unit of weight (ton,) per unit of dis-
tance (mile) is a measure of the efficiency of any interest
engaged in the transportation of commodities.

It has been the failure to apply this, or some similar plan
based on the cost of performing the service, that has been
the cause of the practical destruction of water traffic, not only
on inland waters but the coastwise traffic as well, and it is
extremely doubtful if it can ever be revived unless it is
protected in some way. If water transportation is more
efficient than rail it should be protected from destructive

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

competition, and if not it should be so demonstrated and be
allowed to die a natural death and be decently buried; it
should not be destroyed because for the time being it hap-
pens to be in the power of the railroads to destroy it.

The application of this plan would do no injury to any in-
terest or section. It would not injure the railroads, in which
the savings of the public are invested, because they would not
be permitted to perform a service for which they received a
sum less than cost. It would not injure the purchasers of
transportation, because those receiving a service for less than
cost have no right to demand that others should pay an exces-
sive rate for its service in order to make up the deficiency.
[t will not give the water transportation anything to which
it is not economically entitled, because if it cannot perform
the service at a rate equal to or less than the cost to the
railroads it is not as economical and cannot expect to be
supported. It furnishes a ready means of regulating and
steadying rates, because rail rates could not be advanced
beyond a certain point without making water transportation
profitable. It would still leave the incentive to both the
railroads and the water carriers to increase their economies,
in the one case so as to show the lower cost and get the
lower rate to meet the water competition, and in the other
case to be able to keep their rates low enough to command
their share of the trade. It does not violate any law of
economics as does any rule that requires a specific dif-
ferential between the rail and the water rates. The principle,
though not so stated specifically, is in practical operation in
Germany, where the State-owned railroads will not make any
rates at a cost less than the cost of performing the service,
and there is the fiercest kind of competition between the
water carriers on the free canals and rivers and the State-
owned railroads. And it is in Germany where water trans-
portation has reached its highest development and where the
most money has been spent in improving inland waterways.
This has beefi accomplished under true economic conditions,
as competition is unrestricted except that no service is per-
mitted at less than actual cost, which in the long run is
good economics.

In certain cases the railroads are accustomed to use what
they call “constructive mileage,” which is a device to permit
the subdivision of a rate on a mileage basis so as to give
some particular portion of the route a larger proportion of
the total rate in order to offset some unusual expense, some-
times also because some portion of the route happens to be
in a position to dictate it and “get it.” In cases of this kind
the “constructive mileage” should be used in comparing the
through rate with the total cost per ton mile, for the reason
that it exists solely because of some unusual expense. An
illustration of this “constructive mileage” is the route from
Norfolk to Boston via Cape Charles, Va., and New York over
the Pennsylvania Railroad and the New York, New Haven &
Hartford Railroad. The freight is loaded on cars at Nor-
folk and ferried across Chesapeake Bay on floats, the dis-
tance is about 20 miles, while the “constructive distance”
allowed the Pennsylvania Railroad is 100 miles. It is ferried
around New York from Jersey City to the Harlem River
terminal, which is a distance something less than Io miles,
and the constructive distance allowed the New York, New
Haven & Hartford Railroad is 50 miles, making the total
“constructive distance” more than 100 greater than the actual
distance, because of the extraordinary expense involved in
the ferriage and the practical necessity of the maintenance of
two terminals where ordinarily one would be sufficient.- Like
many other devices this can be abused, and if requiring the
plan under discussion to be applied to the “constructive dis-
tances,’ where they exceed actual distances, will eliminate
the abuses something will be gained for the railroads them-
selves, especially the weaker lines:

In order to put this plan in operation it is not necessary in

NovEMBER, 1912

any way to modify the laws already in operation; in fact, it
would be better not to modify them. All that is required is a
change in the administration of the law, and this is entirely
within the control of the Commission. Whether it would be
advisable to review the rates already in existence and bring
them under the plan outlined is open for argument on both
sides. It might be advisable in specific cases to review them
on the application of some interested parties, who could show
in their preliminary application that they can perform the
service by water transportation, at a profit to themselves, at a
rate equal to or less than the actual cost to the railroads in-
volved in performing the service, and also that they are ready
and have the capital to get into water transportation and
compete for the traffic if they are given an equal fighting
chance. This would give all the encouragement that can be
logically asked for the restoration of water transportation
where it has already been destroyed by unprofitable rates to
the railroads. :

While at the first glance it might be argued that the rule
of not allowing any rate to be made at less than the actual
cost of performing the service would be a good one to apply
to all rates, a closer study of the case will show that this is
not true. A railroad handles all classes of freight, com-
modities from the lowest to the highest classes, and its earn-
ings are the difference between the total amount received for
all the transportation and the total cost of performing the
service. In a number of instances, as, for instance, the
handling of fuel, a rate at less than the cost of performing
the service permits the development of the manufacture of
some commodity that requires the consumption of fuel into
other commodities that will be transported in the higher
classes paying the higher rate, so that the earnings of the
railroad are increased without increasing the expenses of the
service, since the expenses will be the same whether a re-
munerative rate is charged or not. It is not the same with the
waterway, since, by virtue of its lack of speed and its in-
ability to reach all points of delivery, its traffic is limited to
what are called the lower classes of freight, of which fuel is

A STERN-WHEEL, ENGLISH-BUILT

INTERNATIONAL MARINE ENGINEERING

449

an example. Furthermore, the very premise of this argument
is based on the protection and encouragement of water trans-
portation.

The question as to whether, from an economical point of
view, water transportation should be developed at all is a
debatable one, and there are plenty of arguments on both
sides, but they cannot be included in this article.

English Shallow Draft Boats for Foreign

Service

During the last few years a great variety of shallow draft
vessels, ranging in size from a 60-foot motor boat to a 260-
foot paddle steamer, have been built by Ritchie, Graham &
Milne, Whiteinch, Glasgow, for foreign service. One of the
largest of these is the stern-wheel steamer Victoria, shown in
the accompanying illustration, which is 200 feet long, 28 feet
beam, with a molded depth of 5 feet 6 inches. The steamer
is propelled by 750-horsepower compound-surface condensing
engines, and was built for the Anglo-American Steamship
Company for tourist service on the River Nile.

Even larger than the Victoria is the paddle steamer Shali-
mar, which is used as a railroad ferry across the River
Hooghly, India, to connect two railway systems. The hull is
260 feet long, 45 feet beam, with a molded depth of 11 feet,
and is equipped with engines aggregating 1,200 horsepower.
Three lines of track and six turntables are fitted on the deck
for the transportation of the railroad trains.

Other recent productions of shallow draft steamers by this
company include the stern-wheel steamer Congolia, 75 feet by
14 feet by 3 feet 6 inches, molded, with high-pressure engines
of 30 horsepower, built for passenger and cargo service on the
Congo River, and the towing steamer Rio Machado, 180 feet
by 36 feet by 9 feet, molded, with triple-expansion engines of
goo horsepower, giving the vessel a speed of 12 knots, built for
passenger and cargo service on the River Amazon in South
America.

STEAMER FOR SERVICE ON THE NILE

450

INTERNATIONAL MARINE ENGINEERING

_ NovEMBER, I912

A Twin Screw Shallow Draft Motor Boat with Tunnel Stern

Since the average cruising motor boat is of small size, the
necessity of designing a special type of motor boat for shallow
draft work has not been apparent to many, but when it is
known that in order to navigate some of the most interest-
ing parts of the rivers in Florida it is necessary to have a
boat whose draft is less than 30 inches, it is evident that

The Wethea is not only a wide departure from the ordinary
type of cruising yacht on account of its limited draft, but it is
so designed as to be capable of navigating not only shallow
bays and rivers, but also the open, unprotected waters where
heavy seas are encountered.

The unusual feature of this boat is the tunnel stern, which

THE WETHEA AT FULL SPEED

something besides the ordinary ocean-going cruiser must be
used. For use in such waters an interesting type of shallow
draft motor boat has been built by the Matthews Boat Com-
pany, Port Clinton, Ohio, for Mr. H. W. Baker, St. Paul,
Minn. The boat, named the Wethea, is a twin-screw 82-foot
tunnel stern yacht which, with a displacement of 90,000
pounds, draws only 28 inches of water, and makes a speed of
14 miles an hour with two 60-horsepower heavy duty engines.

not only reduces the draft to the desired limit, but also forms
a thorough protection for the propellers. Ordinarily a large
amount of floating débris is found in shallow water, and
there is a tendency for the propellers to become entangled by
sucking the floating. material under the stern, but in the
IVethea the propellers are entirely housed by the tunnel shape -
of the stern, which, owing to the construction of the chime
piece, extends well under the waterline.

82-FOOT TUNNEL YACHT WETHEA, FOR SERVICE ON THE MISSISSIPPI RIVER AND -FLORIDA WATERS

NOVEMBER, I9QI2

INTERNATIONAL MARINE ENGINEERING

VIEW OF TUNNEL STERN

The hull, which is 82 feet long and 14 feet wide, is divided
by two steel watertight bulkheads and two wooden watertight
bulkheads located at the ends of the boat. The planking is
of long leaf yellow pine below the waterline and white Vir-
ginia cedar above the waterline. The decks are of double
thickness calked pine and all the houses are finished in
African mahogany throughout.

The crew’s quarters, captain’s room, storeroom, etc., are
located forward of the engine room, which is separated from
the other parts of the boat by the steel bulkheads already
mentioned. Aft of the engine room the rest of the boat is
taken up with the owner’s and guests’ quarters, together with
the living room. Immediately aft of the engine room is the
galley, fitted with a large refrigerator, coal range, provision

lockers, etc. Aft of the galley are the guests’ accommodations,

INTERIOR VIEWS

‘room being about 1314 feet.

UNDER-WATER BODY

finished in light blue and gold trimming. Immediately aft
of the guests’ accommodation is the general cabin or dining
saloon, with a companionway to the deck. This cabin is fitted
for the use of chairs and a divan seat, the total length of the
On the port side is a folding
panel berth, which gives room for three sleeping berths in
this compartment. The after part of the boat is given up
entirely to the owner’s quarters, which are elaborately fur-
nished, as shown in the illustration.

The engine room contains two 60-horsepower, 61-inch by
8-inch Sterling heavy duty gasolene (petrol) engines, to-
gether with gasolene (petrol) tanks of 600 gallons capacity.
There is a Fay & Bowen independent electric light 4-kilowatt
plant which furnishes current for lighting and operating fans
and other accessories. The boat is heated throughout by hot
water with radiators in each room.

OF THE WETHEA

Launch of Collier Middlesex

The New York Shipbuilding Company, Camden, N. J.,
launched the steel collier Middlesex Sept. 21, for the Coast-
wise Transportation Company, Boston, Mass. The ship is
of the following dimensions:

Length between perpendiculars..... 377 feet 4 inches.

Benin, waollelaal scu'sccoccobovduccdas 50 feet.
Denia, MOllalea) csscob00cccc0000 g0006 33 feet.
TD rahtiwelOacieclaeiiny aie overhear 25 feet.
Cairxo carmcal ae Umis GliFaites oog560006 7,250 tons.

CGiROSS TOMMAGES csapnsocscosvcddedoac 4,730 tons.
Speeduatescamloadedtemmemmna snc cr 10 knots.

The vessel has a single deck of steel, with poop 8o feet,
bridge 17 feet, and forecastle 34 feet long with seven steel
watertight bulkheads, two pole masts, straight stem and semi-
elliptical stern. A deep double bottom is fitted all fore and
aft for the carriage of water ballast, and particular attention
has been paid to the construction of this part of the vessel;
the plating being of extra strength and fitted flush; no wood
ceiling is fitted.

The five cargo holds are entirely clear of beams and pillars,
the deck being supported by deep arched beams and web-
frames placed midway between the watertight bulkheads; a
continuous trunk, 24 inches deep by 30 feet wide, is carried on

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

is not fitted on board, the two terminal points being arranged
with these facilities.

American River Boats for Foreign Service

During the last year the steamboat builders on the Western
rivers of the United States have had very little business for
American owners outside of government work, but the ship-
yards have been fairly busy with foreign contracts. James
Rees & Sons Company, Pittsburg, Pa., which is one of the
pioneer river steamboat builders, has turned out during the
last year fourteen sternwheel river boats for the Companhia
Navegacao do Amazonas of Brazil in fulfilment of a contract
made in Paris the latter part of July, 1911. These boats have
been shipped to Brazil in knock-down form and eight of the
boats have already been launched at Para. One of these
went into service on the Amazon early in August, leaving the
port of Para for a three-months’ voyage up the Amazon and
one of the tributaries with a commission on board sent out
to examine and report on the conditions and future prospects
of the valley. This boat carried 90 tons of fuel and freight,
besides passengers, baggage, etc., on 2 feet 8 inches draft
forward and 2 feet 3 inches draft aft. The consumption of
fuel for twenty-four hours was estimated at 5 tons of dirt
coal and her steering qualities met with ready approval.

AMERICAN RIVER-BOAT PRACTICE CARRIED OUT ON THE NILE BY THE TOWBOAT EGYPT

the upper deck for the full length of the cargo spaces. Large
steel cargo hatches are in the top of this trunk, eleven in all.
Six steam winches are fitted in connection with five pairs of
king posts for raising the hatch covers and securing them in
place when open.

Rhe accommodations consist of a ’midship deck-house on the
bridge deck for the captain’s stateroom and spare room, with
a pilot-house over. The saloon officers’ and petty officers’

berths, pantry, toilet, etc., are in the bridge; the engineers, ©

cooks, steward, messrooms, refrigerator, toilets, galley, etc.,
are in the houses on the poop deck, and the oilers, seamen and
firemen are berthed in the poop abreast the engine casing.

The steam windlass is fitted with warping ends and located
on the forecastle deck, with the engine below in forecastle.
The steam capstan is on the after end of the poop deck, with
the engine below. The steam steering gear is on the upper
deck abaft the engine casing, with connection to the steering
stations in pilot-house afid on the navigating bridge; auxiliary
hand-steering wheels are also provided.

The propelling-machinery is placed aft, and consists of one
triple-expansion, inverted reciprocating engine of about 3,100
indicated horsepower and two single-ended Scotch boilers,
haying a working pressure of 175 pounds.

The vessel is intended for the coastwise coal-carrying trade
between Baltimore and Boston. Loading and discharging gear

Another successful boat built by this company for service
on the Magdalena River in the Republic of Colombia, South
America, was the Perez Rosa, a boat 170 feet long, 33 feet
beam, 5 feet depth of hold with a capacity for 500 tons. This
boat was described in some detail in the November, 1911,
issue of INTERNATIONAL MARINE ENGINEERING. Since going
into service she has made several very successful trips.

Included in the work now on hand in the yards of James
Rees & Sons Company are two steamboats 75 feet by 18 feet
by 3 feet for the Madeira and Mamore Railway Company of
Bolivia, and one light-draft river gunboat and ram, the hull
of which is nearly completed. They also have six barges
under construction for Bolivia.

Another interesting boat built by this firm for foreign ser-
vice is the river towboat Egypt, which has been in service on
the river Nile for some time. The methods of towing on the
Nile heretofore were quite different from the methods used
on the Western rivers of the United States, but since the
Egypt was put into service, aided by the instructions supplied
by the builders, the pilot of the boat, who was a native who
had never been on a sternwheel boat before, rapidly picked
up the principles of towing with a sternwheel steamer, and
the vessel now handles a tow of 900 tons up the river on a
fuel consumption of 800 pounds of coal per hour, making regu-
lar trips of 1,600 miles a month.

NOVEMBER, 1912

INTERNATIONAL MARINE ENGINEERING

453

Shallow Draft Motor Boats for Commercial Purposes

The remarkable development of motor boating as a sport
has been followed by a no less remarkable development of the
motor boat for commercial purposes. Although this phase

of motor boating has not attracted so much attention as has
the use of the racing craft or the cruiser, nevertheless the
adaptation of the motor boat to commercial purposes has
rapidly increased, especially in shallow waters such as harbors,
bays, rivers and their tributaries, where the demand for a

FIG, 1.—MOTOR TUG NEMADJI

fIG, 2.—A SIDE WHEELER DRIVEN BY A 15-HORSEPOWER BUFFALO ENGINE

small, inexpensive boat makes the motor boat a formidable
competitor to the large steamboat on which river traffic for-
merly depended. It is impossible to lay down the details of
any representative type of commercial motor boat, as the
design depends upon local circumstances and the kind of
traffic which must be handled, but from the great number of
different types that are in use a few representative examples
may be selected.

Out on the Great Lakes the Racine Boat Company, of
Racine, Wis., has recently delivered to the United States En-
gineers at Duluth, Minn., a thoroughly up-to-date motor tug

which is proving a valuable adjunct to the engineering depart-
ment. The boat is 60 feet 9 inches long over all, 55 feet 10
inches long on the waterline, with a beam of 12 feet and a
draft of 4 feet. The tug is of heavy construction throughout,
the keel being a clear, well-seasoned white oak, sided 6 inches
and tapered to 4 inches at the after end. The center keelson
is one length of long-leaf yellow pine sided 6 inches and
moided to a depth of 4 inches; the side keelsons are of yellow

oe REESE,

FIG, 3.—ENGINE ROOM OF THE NEMADJI

TIG, 4.—LAKE GEORGE MOTOR BOAT MOUNTAINEER

pine sided 3 inches and molded 21% inches. The frames are
of white oak, sided 2 inches and molded 2 inches at the hood
and 3 inches at the heel, spaced 12 inches. Bulkhead string-
ers of yellow pine, sided 3 inches and molded 2% inches and
tapered to 3 inches by 2 inches, are fitted, as also are side
stringers of yellow pine, 3 inches by 2% inches tapered to 3
inches by 2 inches. The stern post is of oak, sided 2 inches,
and the stem of white oak, sided 6 inches and molded to a
depth of 18 inches. The garboard strakes of planking are of
white oak 2 inches thick, the next two planks being 17 inches
thick. The rest of the planking is 134 inches thick.

454

The motive power consists of a 125-150 horsepower air
starting and reversing Standard engine, built by the Standard
Motor Construction Company, Jersey City, N. J., which gave
the Nemadji, as the boat is called, a speed of 12.38 miles an
hour on a trial run from Racine to Milwaukee and return.

In the engine room is also installed an electric generator
of 15 volts, 15 amperes capacity with storage batteries of 13
yolts, 120 amperes capacity, and a switchboard for lights.
Electric lighting is used throughout the boat and a hot water
heating system is installed.

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

Company, Jersey City, N. J. The engine drives a propeller
40 inches diameter and 50 inches pitch. There is a shaft
tunnel aft to admit this wheel. The motor is located amid-
ships, where a gangway crosses the boat just abaft the motor,
with steps leading aft to an after cabin and forward on the
starboard side past the motor to the forward cabin. A Stand-
ard auxiliary generating set is also located in the engine
room.

Motor tunnel boats are also frequently used for light draft
canal work and harbor construction. A typical boat of this

PILL PSP DDI DDD DD. LPDI III ID III IIS

[LL ILS GG

PLD PDPIIP SISSY

PDIP PEI III SIN

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a | BY j

nee |

7 1

fe fe

3° Class

Hocker N 1° Class

3° Class

— D-

Galley

Pillar undor Steering Wiach

W.C.

FIG, 5.—MOTOR TUNNEL BOAT BUILT

In the extreme fore peak is the chain locker; aft of this are
the crew’s quarters and sleeping accommodations for four
persons; aft of the crew’s quarters comes the engine room
and aft of that the galley where the hot water heating system
is installed. Aft of the galley is the officer’s saloon, making
a very comfortable and conveniently equipped motor boat for
a tug.

Another type of motor boat which is used in competition
with steamboats is the Mountaineer, which is a passenger boat
7o feet 10 inches long over all, 12 feet 6 inches beam, and 3
feet 6 inches draft with a full load of sixty passangers. This

3° Buttock Line
; 2© Buttock Line
4© Buttock Line
1© Buttock Line

ee J
BY MESSRS, KROMHOUT IN HOLLAND

kind for passenger service not only in shoal protected waters,
but also suitable for heavy sea work, has been constructed by.
Messrs. Kromhout Works at Amsterdam, Holland. We are
indebted to Mr. F. W. Uittenbogaart for the following par-
ticulars of a typical boat of this class:

The principal dimensions are: Length over all, 70 feet;
beam, molded, ri feet 8 inches; depth of side, 3 feet 8 inches.
The draft when loaded with 150 passengers is only 22 inches,
while her designed speed is 8 miles per hour. The vessel was
built for service in the Far East and shipped there in knock-
down form, after being erected and taken adrift in the build-

i Center, ii } T +
De neice
ees Hoe
fae Oar z iy, — ———— SS = =
10) 934 934 9 8% 8 7
: —————E { =o y y
GAC MEI Cl | | i ionmars h i
I 1 1 falta
\ ING; LU | | | (|
Al Sess | | | | ‘
fe | i 0155) em |
40) 38 36 34 32° 81 31 30) 29/128 26 24 22 20 18 16 li

FIG. 6.—LINES OF HOLLAND MOTOR TUNNEL BOAT

boat‘is owned and operated by the Lake Champlain Transpor-
tation Company on Lake George and is used as a sight-seeing
craft. She was designed by J. W. Millard & Brothers of New
York, naval architects of the large Hudson River day boats.
She was built by Alexander McDonald of Mariner’s Harbor,
Staten Island, N. Y. For motive power the boat is fitted with
a 125-150 horsepower 6-cylinder air-starting and reversing
Standard engine, built by the Standard Motor Construction

er’s yards. As shown in Fig. 5, the vessel has two decks and
an awning covers the entire length of the vessel. She is
divided into six compartments. The forepeak is used for a
chain locker and also contains a galvanized iron water tank.
It is separated by a watertight bulkhead from the space re-
served for first-class passengers. A small galley is fitted in
this part of the beat. Immediately aft of the first class com-
partment is a space devoted to third class passengers, being

NOVEMBER, I9I12

divided by a bulkhead into two sections, one for women and
one for men. Immediately aft of this space is the engine
room. Aft of the motor room is a space reserved for second
class passengers. The hull is built of steel throughout and
is necessarily of very light construction. The shell plating,
which is of galvanized steel throughout, is of only '%-inch
thickness. The weight of the whole vessel, exclusive of the
propelling machinery, amounts to 12.4 tons.

INTERNATIONAL MARINE ENGINEERING

455

the engine. Magneto ignition is used. The fuel consumption
of this motor in actual service is about 16 pints of oil per hour.

Another typical tunnel motor boat for shallow draft service
is the 35-foot launch shown in Fig. 7, which was built by
MacLaren Brothers, Ltd., Sandpoint Shipyard, Dumbarton,
for service in South Africa. She is fitted with a 30-horse-
power motor and has a guaranteed speed of 10 knots. Owing
to the special type of shallow draft tunnel stern, this launch

FIG. (/.—TUNNEL LAUNCH IRENE, BUILT BY MAC LAREN BROS, FOR SOUTH AFRICAN SERVICE

As can be seen from the lines (Fig. 6) there is a tunnel
which extends from the stern to over half the ship’s length.
The metacentric height is 24 inches when the vessel is loaded
with eighty passengers on the upper deck and seventy in the
spaces below.

The propelling machinery consists of a two-cylinder, four-
cycle Kromhout kerosene (paraffin) oil engine of 4o brake
horsepower with cylinders 9.06 inches diameter by 11.81 inches
stroke. The fuel used is ordinary kerosene (paraffin), which
can be obtained practically everywhere. The oil is fed to the
motor by an automatic pump controlled by the governor of

when loaded with her complement of passengers does not
draw more than 14 inches of water. She is used by the owner
for commercial purposes, as the shallow rivers are the only
means of communication in that part of the country.

For trading purposes in the central of Africa, the Seam-
less Steel Boat Company, Ltd., Wakefield, has built and
shipped in knock-down form a motor barge 80 feet long, 15
feet beam and 5 feet depth of hold, fitted with a 4o brake
horsepower heavy oil motor, which gives the barge a speed
of from 6% to 7 miles per hour when carrying 80 tons of
cargo on a draft of 3 feet 9 inches. The design of the barge

Se ee

FIG. 8.—SEAMLESS STEEL MOTOR BARGE, 80 FEET BY 15 FEET BY 5 FEET

456

is similar to several other types of seamless steel shallow
draft launches built by this company.

Messrs. John I. Thornycroft & Co., Ltd., of Woolston
Works, Southampton, has built to the order of the British &
American Tobacco Company a unique twin-screw motor
launch called the Rosette, which is intended for river service
at Hong Kong, carrying samples of goods. The little vessel
was required to have a fair turn of speed, 9 knots being guar-
anteed, and the draft when loaded with 2 tons was not to
exceed I foot 3 inches on account of the shallowness of the
river. Living quarters were to be arranged for the crew and
officers and also a certain amount of bulky cargo had to be
carried.

On trial the Rosette fulfilled all that was required of her,
a speed of nearly 934 knots being obtained on 1 foot 3 inches
draft when loaded with 2 tons. The general arrangement is

as follows: A short deck is arranged forward for working
anchors, warps, etc., with a saloon for four people fitted with

FIG. 9.—THE ROSETTE IN RIVER SERVICE AT HONG KONG 4

berths, etc. Opening off the saloons are galley and pantry and
toilet. Amidships is fitted the cargo hold, divided into two
spaces and fitted with sliding doors. The motor space is located
abaft the cargo space and abaft that again is a space for the
crew. The house over the accommodation is carried right out
to the ship’s side, and to provide a passage fore and aft a bat-
tened platform is built out at the sides, supported off the ship’s
side by means of tube stays. A bridge deck is arranged over

£IG. 10.—PRODUCER GAS BOAT ST. LUCIE

the forward accommodation and is provided with canvas awn-
ing and curtains.

The propelling machinery consists of two sets of Thorny-
croft M-4 type of motor using kerosene (paraffin) as fuel.
The engine is designed specially for marine work and fitted
with standard vaporizer. The motors drive solid propellers

INTERNATIONAL MARINE ENGINEERING

NovEMBER, I912

of Thornycroft bronze through standard combined clutch and
reversing gear. ; :
Internal combustion engines for commercial motor boats
are not limited to the use of gasolene (petrol) for fuel, since
certain types of engines are built which can be adapted to the
use of various grades of oil, including kerosene (paraffin),
distillates, coal oil, alcohol, and during recent years some of
them have been showing great economy through the use of
producer gas. The Wolverine engines, manufactured by the
Wolverine Motor Works, Bridgeport, Conn., have been used
in many kinds of work, such as towing, freighting, dredging,
fishing and for.passenger service in all parts of the United
States, as well as in the bays and rivers of many foreign
countries, such as South America, Africa, Belgium, Holland,
France, etc. Some 75-horsepower engines of this type have
recently been installed on river boats in Florida in connection
with suction producer gas plants, with excellent results as to
operation, but the most interesting feature regarding this fuel

FIG, 11.—THE SELKIRK

is the great saving in running expenses; as, for example, in
one instance a 75-horsepower engine operating on gasolene
(petrol) required a bill of $65 (£13.3) a trip for fuel, as
against $10 (£2.3) spent for coal on the same run—a saving
of $55 (£11.3), or about 85 percent on each run. Since this
boat made two runs a week, this meant a saving of $110
(£22.6) a week to its owners on account of the change from
gasolene (petrol) to producer gas. Instances of this sort cer-
tainly furnish food for thought for anyone owning or con-
templating the ownership of a marine gas engine for work
or pleasure.

Fig. 10 shows a light draft freight boat, the St. Lucie, 114
feet 6 inches long over all, 23 feet 2 inches beam, and 3 feet
draft, equipped with a 75-horsepower producer plant capable
of giving the boat a speed of 8 miles per hour. This boat
is said to be the first stern wheeler in the world fitted with a
producer gas plant, and since she has been in use on the
St. John’s River in Florida she has scored a victory in both
speed and reliability over the older steamboats on that river.

Another interesting boat equipped with a smaller Wolverine
engine is the Selkirk, shown in Fig. 11, which is 68 feet long
by 11 feet beam, fitted with a 27-horsepower motor using
gasolene (petrol) as fuel. In the photograph shown, the boat
is towing in the usual Western river manner two scows, one
50 feet long by 16 feet beam and the other 62 feet long by 14
feet beam, each drawing 3 feet of water. This tow was
driven upstream against a three-mile-an-hour current at the
rate of fifty miles a day.

NOVEMBER, IQ12

An English Type of Shallow
Draft ‘Towboat

Fig. 1 shows a type of single-screw towing launch of 4
feet draft for river and sea work combined, which is manu-
factured by Edward Hayes, Watling Works, Stony, Stratford.
The boat is 51 feet long over all, and 11 feet wide, with 6 feet

FIG. 1

2 inches depth to the deck at the side amidships. The engine
is of the standard Hayes type, built especially to meet the
requirements of such a craft, having cylinders 8 inches and
16 inches diameter by 10 inches stroke. There is a large con:
denser and brass-lined air and circulating pumps of large
capacity, together with feed and bilge pumps, the latter having
interchangeable valves. A special three-bladed propeller of
high towing efficiency, running at 260 revolutions per minute,

INTERNATIONAL MARINE ENGINEERING

457

is used. Steam is supplied by a marine return-tube boiler,
built for 120 pounds working pressure. Roomy cabins, well
ventilated and fitted out with all conveniences, are arranged
forward and aft under the deck. For tropical work an awn-
ing is placed overhead on a galvanized frame with suitable
gangways. The speed of this type of boat on trial is usually a
little over 12 miles per hour, this varying slightly with weather
conditions at the time of the trial.

Fig. 2 shows another standard type built at the same works
for a draft of 3 feet, where good towing power is required.
The boat is 60 feet long, 11 feet wide, and is propelled by
twin screws driven by separate compound engines, having
cylinders 6 inches and 12 inches diameter by 8 inches stroke,
running at about 350 revolutions per minute, both exhausting
into separate condensers of the vertical type, built very low
and placed in the center of the boat just aft of the engines.
This condensing plant was designed by the builders especially
for shallow draft work, and it is so located that the deck
comes over it, thus giving considerable extra deck space for
stowing bulky cargo which otherwise would not be secured.
The pumps on this boat are driven by a small compound sur-
face condensing engine, having cylinders 3% inches by 7 inches
diameter by 5 inches stroke. The usual type of marine return-
tube boiler is used for furnishing steam, and the speed of
this type of boat is usually about 11 miles per hour.

Shallow Draft Ferry Steamers
For shipment in knock-down form to India, Messrs. John I.
Thornycroft & Company, Ltd., of Southampton, are building
two interesting shallow draft ferry steamers for seryice at

Calcutta. The principal dimensions of the vessels are as
follows:
Length between perpendiculars..... 100 feet.
Bread thay sp usetercne ston cin chot pve edevsleveusiohs 24 feet.
De pth aan tee etse aie notte 7 feet 6 inches.
IDV, TMARITNIIN cocsdouRoasoooued 3 feet 2 inches.
Spee dyke! Mae aaewauere LUANG AEN gi 10 knots.

The vessels are arranged to carry in all about 200 pas-
sengers, seating accommodation having been arranged for 100
of these. The passenger space is divided into two classes, the
first class being situated forward on the upper deck in front of
the boiler casing, and separated by portable barriers from the
remainder of the space, which is set apart for second class
passengers.

On the upper deck there are four wide gangways on either
side, giving ample room for embarking large numbers of pas-
sengers quickly. Two of these gangways are arranged for
first class passengers and the other two for the second class.
The upper deck has a fine area, and will be capable of ac-

ONE OF THE CALCUTTA FERRY STEAMERS

458
commodating a large number of passengers with comfort. A
light wood awning covers this deck.

The machinery will consist of two sets of vertical, triple-
expansion condensing engines, supplied with steam from one
cylindrical boiler working under forced draft on the closed
stokehold principle.

INTERNATIONAL MARINE ENGINEERING

NovEMBER, ‘1912

These vessels are generally similar to eleven others built
within the past few years by Messrs. Thornycroft for the
same authority, but are of somewhat shallower draft and less
speed. In the present case, as previously, the boats will be
shipped in pieces and re-erected at Calcutta, where they will
be placed in service.

Shallow Draft, Tunnel Stern

The steamer Thousand Islander was built in the spring of
1912, and delivered in July of the same year by the Toledo
Shipbuilding Company, of Toledo, Ohio, for the Thousand
Island Steamboat Company, of Clayton, N. Y. The principal
dimensions of the vessel are

1A Pine—Canyas

<354"x 134—20'esc-

1ki"x 1344

12
3
ae
22
=o nin
Sa BA 3 x H6Plaster
ei 67 Fig.2
oe

Steamer Thousand Islander

structed of wood, while that part below the main deck is of
steel. i
GENERAL ARRANGEMENT iN

The hold is arranged for the chain locker, crew’s quarters

and power plant. From frame No. 1 to No, 16 there are ac-

:
Camber 614"in 32/0
=

13¢)x 5
ar = a Car ay
4x7.5/ a Wy x3 i *

a 216"x 214" Oak t 15g x 6

+ Wood Columns in Cabin a

i 1 Std-Pipe

\ of 1% Pine—Canyas z =e 3 n
{Se ma ~ AL, 134 x 6
i ag e1K7 atc. 2 [Camber O74 in sa! oF ht EERE | i Bett
If S136" 8'0ak 8'x7.5-1l | H Oe Bx 0.7.57 1% x 824 1 ¥ 80a i 14's 8'0ak
8°x 3'Oak | : ‘x 3’Oak Hl 14" L
SJ 8 Std. Pipe \
3'x 5,,Plasters oF Plate ( tes i H
Fig. 2” laye2 x 2s
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6 x8 Oak ~ | Sah 10 378.2% '9'SUbd Side IOS
6x 3x 3x 14.5°7 We Foe a ar =| "x 8'Tie Plate
\ Camber 6"in 32/0" C. et RR —}«-——— - —C, L, Saddles
{ \ HN
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moat ends Main Frames—3 3 x 24"x 4.5 sz faced 24", Ce SSS)
| Reverse Frames 234"x 21¢' x 4. i, ~
= der Boilers and Engi D. 1 2
2 | PO TOL TET eee CuLaShatt 4/O/out at Center of Bed
Alternate Reverse Frames endt0dd Nos¢ 4/10” a esTealee p
Pen Pras heraea ay
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1 aD. 3 107 *P ig. 236” 6 x1 oe LIN 2s ar {20 PE] =e
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et are SSE Id! Pig. 234” | d 07 Pig= 24 LS
atl a i Sheeted SAI SS a ee a 7
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2B an, K :
Same as “B” lo# Throughout 11/7 Throughout: 15% Throughout {
MIDSHIP SECTION OF THE THOUSAND ISLANDER 1
Wengthwovermal leet erm ae 172 feet 9 inches commodations for four firemen and seven deck hands. There
XSAN, “HOKCIEC so0cccooceasooesbos 32 feet. are stateroms enough from frame No. 16 to Ne. 26 to care for
Depthyamoldedenee peers eer 9 feet 6 inches. the souvenir boys, mess boy, bartender, chef and assistant,
Gi) WONT. odcavotousccgessunc 355 two waiters, an oiler, the watchman and steward. The two
INetetonnaceHneen ner neers nine 24T boilers and engine, together with the auxiliaries, take up the

The ship is of the tunnel stern, shallow draft, twin-screw
type, and is built with main, promenade and boat decks.’ There
is life-saving equipment enough for 1,000 passengers, included
in which are three 18-foot lifeboats and one 14-foot working
boat. All decks, cabins, etc., above the main deck are con-

space from frame No. 26 to No. 55. The space from frame
No. 55 to No. 66 is occupied by fourteen people, including the
chief engineer, assistant engineer and electrician. All berths
are of metal, while the quarters are finished in redwood.

On the main deck a hand-capstan windlass occupies the
space as far aft as frame No. 7. From frame No. 7 to No. 12

NoveMBER, 1912 INTERNATIONAL MARINE ENGINEERING

space is taken up by the men’s toilet, which is finished in red-
wood. ‘The bar-room is finished in chestnut, and leads as far
aft as frame No. 19. Access to the toilet and bar-room is
maintained by a 3-foot passage extending along the port side
of the ship forward from frame No. 19 and terminating in the
windlass room. This passage is finished in oak. The deck
from frame No. 19 to No. 43 is clear, with the exception of
the boiler casing, which-is 14 feet wide and extends from
frame No: 26 aft to No. 44. The upper part of the boiler
casing forward is cut away to make room for the stairs lead-
ing from the promenade to the main deck.. The forward gang-
ways extend on each side of the ship from frame No. 22 to
No. 25. This part of the ship is finished in oak. The ship is

‘coaled through five 20-inch diameter scuttles placed between

frames No. 26 to No. 42. The starboard side of the ship from
frame No. 43 to No. 54 is taken up by the galley, which ex-
tends from the ship’s side to the engine-hatch coaming. A
passage is left between the galley and boiler casing to con-
nect with an athwartship passage between the forward engine-
hatch coaming and the after boiler casing, making a clear
passage from port to starboard of 42 inches wide. This
passage, in turn, connects with a fore dnd aft passage
on the port side leading from the main deck amidships
to the social hall aft. The ladies’ lavatory on the port
side, extending from frame No. 43 to No. 56, communi-
cates with this passage. The engine hatch is 13 feet wide
and extends from frame No. 46 aft to No. 54. The social hall,
extending from frame No. 54 to No. 62, includes the stairs
leading from the main to the promenade deck, while gang-
ways take up the space from frame No. 56 to No. 59. The
breakfast room, extending from frame No. 62 aft to the stern,
includes the linen room on the starboard side and the purser’s
room on the port. The breakfast room is finished in quartered
oak, and contains twenty tables with redwood tops. The
purser’s room, linen room, galley and ladies’ lavatory are
finished in redwood, while the social hall is finished in ma-
hogany.

The promenade deck extends from stern to stern, and is
clear but for a closed cabin 19 feet wide which extends from
frame No. 19 to No. 62. The forward end of this cabin
contains the stairs leading to the main deck, while a stack
easing, 7 feet 6 inches wide, extends from frame No. 31 to No.
41. The after end of the cabin is taken up by stairs leading
to the social hall on the main deck and by a souvenir counter
placed in the extreme end. The deck is supported amidships
by the boiler casing, which in turn is given additional strength.

Forward and aft of the boiler casing I-beam stringers in
connection with gas-pipe stanchions are used in giving sup-
port to the deck, while the space between the promenade and
main deck is built up of wood. The deck itself is of 7-inch
pine covered with canvas, and supported by 434-inch by 17%-
inch pine beams spaced 24 inches center to center. The deck
is enclosed by a railing, consisting of an oak rail 134 inches
by 5 inches, supported at equal intervals by oak stanchions, the
whole being enclosed by galvanized wire iron work. Window
stools and the sash of cabin windows are of mahogany, while
the cabin exterior is finished in redwood and the interior is
finished in white pine covered with white enamel. The
souvenir stand is of mahogany, together with the newel posts
of stairways and the wood finish around the pipe stanchions.

The boat deck extends from frame No. 17 aft to the ex-
treme stern. The deck forward carries the usual pilot house
and chart room, together with accommodations: for the
captain, Owner, maid and mate. The stack casing, 7 feet 6
inches wide, extends from frame No. 31 to No. 41. Aft of
frame No. 42 there are four lifeboats. The stairs leading to
the promenade deck are located between frame No. 72 and
No. 75. The entire deck is enclosed by a 34-inch pipe railing
about 2 feet 9 inches above the deck, supported by 34-inch pipe

pic

. SS Sra See)

SS]

459

INEOARD PROFILE OF THOUSAND ISLANDER

460

E The support for the
deck is arranged for in the same manner as the promenade
deck. The deck is of 7-inch pine covered with canvas. The
beams are of pine, 13¢ inches by 434 inches, spaced 25 inches
center to center, the camber being 6%4 inches in 32 feet.
The texas is finished in redwood, while the sash for the win-
dows is of mahogany.

stanchions placed at 5-foot intervals.

HuLi

The steel hull is divided into six compartments by trans-
verse bulkheads, three being watertight and two non-water-
tight. The peak bulkhead at frame No. 6 is made up of
10-inch plate, stiffened in a vertical direction by 3%-inch by
24-inch by 6.1-pound angles, and in a horizontal direction by
24-inch by 2%%4-inch by 4.1-pound angles. The plating of
watertight bulkheads at No. 26 and No. 66 runs from 12%
pounds below to 6 pounds above. Horizontal and vertical

INTERNATIONAL MARINE ENGINEERING

NoveMBER, I912

double riveted; a single inside 18-pound strap being fitted ex-
tending to the garboard edge laps. The garboard, bottom and
bilge strakes are butt lapped, double riveted, 54-inch rivets
being used. The side and sheer strakes are butt lapped, double
riveted, 34-inch rivets being used. The fore and aft edge
laps of the garboard and sheer strakes are double riveted, the
remainder are single riveted. The underbody of the boat is
sheathed with rock elm, 2% inches thick. The sheathing ex-
tends from between frames Nos. 15 and 16 to frames Nos. 66
and 67, and extends upward to the turn of the bilge. After

the shell plating had been calked the wood sheathing was

fastened in place by means of bolts and nuts and the bottom
was then calked in the usual manner. The floors, 12 inches
deep, are solid on every frame, being formed of 10-pound
plates with the exception of the engine and boiler space, where
they are increased to 14 pounds. Deep floors are provided for

pail SS
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Base Line

SECTION THROUGH THE ENGINE ROOM

stiffeners are all 2% inches by 2% inches by 4.1 pounds. The
bulkhead at frame No. 44 is non-watertight and separates the
boiler from the engine space. It is built up of 6-pound plate
stiffened vertically by 2%-inch by 2'%-inch by 4.1-pound
angles, and horizontally by 3%4-inch by 2%4-inch by 7.2-inch
angles. The engine space is separated from the after hold by
a non-watertight bulkhead at frame No. 55. It is built up of
No. 14 B. W. G. plate, and stiffened vertically and horizontally
by 2'%-inch by 2%-inch by 4.1-pound angles. Double angles
are used in connecting the watertight bulkheads to the shell,
while single angles are used for those that are non-watertight.
Diamond-shaped liners are fitted to all bulkheads in way of
outside strakes of plating. There are two coal bunkers, placed
on opposite sides of the ship, and having doors that open into
the fire-hold. The starboard bunker extends from frame No.
36 to No. 44, and the port bunker from No. 26 to No. 35.
The bunkers are built up of 6-pound plate, stiffened vertically
by 2%-inch by 2%-inch by 4.1-pound angles spaced 24 inches
heel to heel. The boiler casing consists of 6-pound flanged
plate built up from 10-pound coamings. The plates are flanged
the necessary depth to do away with the angle stiffeners. The
shell plating includes the garboard strake of 11 pounds fore
and aft, bilge and bottom plate 10 potinds fore and aft. Strake
next below the sheer strake 11 pounds fore and aft, while the
sheer strake is 12 pounds for two-thirds length amidships re-
duced to 11 pounds at the ends. The keel plate is flat, being
30 inches wide by 15 pounds fore and aft, and worked in
lengths of not less than seven-frame spaces. The butts are

the engine space and also for the ends of the ship. The
frames are formed of 3-inch by 2%-inch by 4.5-pound angles
and spaced 24 inches heel to heel. The reverse frames for-
ward and aft of the engine and boiler space are 2¥%4-inch by
2¥4-inch by 4.1-pound angles, extending alternately to the
main deck stringer plate and to the upper turn of the bilge.
In the engine and boiler space they are increased to 5 pounds,
and all extend to the main deck stringer plate, while additional
reverse frames are fitted for the length of the floors.

There are two longitudinal keelsons on each side of the
center line, worked intercostal between solid floors on each
frame. The longitudinals are formed of ro-pound vertical
plates, whose lower edge is flanged and riveted to the shell,
while the top edge is riveted to a 6-inch by 10.5-pound channel,
which extends fore and aft over the tops of the floors, to which
it is attached by angle clips.

The channels are continuous fore and aft, and are not cut
in the way of bulkheads. Bracket connections are made at all
bulkheads, besides the necessary watertight construction. The
longitudinals are carried as far forward as practicable and
as far aft as the stern, where they help to stiffen the roof of
the tunnel.

The bilge and side stringers are formed of a 6-inch by 10.5-
pound channel, connected to the frames by 2%-inch by 2%-inch
by 4.1-pound clips. The channels are slotted in way of the
frames and cut at the bulkheads, to which they are attached
by suitable brackets. The outer flange of the channel is con-
nected directly to the shell, while the channel itself is fastened

NovVEMBER, 1912

to the frames by angle clips. At the stem the stringers are

connected by 1o-pound plate breast hooks, together with the
necessary angles.

The foundation for the engines is formed mainly of four
longitudinal girder plates, each of 10-pound intercostal be-
tween the floors, to which they are attached by means of
The

double angles 214 inches by 2% inches by 4.1 pounds.

INTERNATIONAL MARINE ENGINEERING

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The main deck beams are of angle steel, 5 inches by 3
inches by 8.2 pounds, placed on every frame, to which they are
connected by 10-pound gusset plates 15 inches by 15 inches.
The camber is 6 inches in 32 feet. The main deck stringer
plates are 18 inches by 10 pounds for two-thirds length amid-
ships, reduced to 8 pounds at the ends. They are fitted close to
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MACHINERY ARRANGEMENT

girder plate itself extends to the shell, to which it is con-
nected thereto. The rider plates are continuous, and formed
of 20-pound plates 1534 inches wide, connected to the floor
plates and longitudinals, thereby tying the whole together.

There are two saddles for each boiler, consisting of 14-
pound plate and double angles 3 inches by 3 inches by 7.2
pounds. The fore and aft saddles for each boiler are con-
nected by 14-pound plate girders, to which they are connected
by 2'%4-inch by 2%-inch by 5-inch angles.

14.52-pound Z-bar. The top edge of the sheer strake is flanged
outward to receive the lower flange of the Z-bar, while the
deck stringer is connected to the upper flange of the bar.

The only plating on the main deck, other than that of the
main deck stringer, is that due to the reinforcement of hatch,
openings in the way of boiler and engine space and stairways.
The main deck is of pitch pine, 2% inches thick by 334 inches
wide, laid in long lengths, and well fastened to the beams
and plating by %4-inch diameter cheese head, square necked,

462

galvanized bolts and nuts. An oak fender strake, 6 inches by
8 inches, is placed on a line with the main deck and extends
around the stern to as far forward as the stem.

Main ENGINES

There are two main engines of the two-cylinder, vertical,
direct-acting compound type, well balancea, and each capable
of developing about 500 indicated horsepower at 200 revolu-
tions per minute, from a steam pressure of I50 pounds per
square inch. The sequence of cylinders, beginning forward,
is high-pressure and low-pressure, with diameters, respec-
tively, 15 inches and 30 inches and a common stroke of 20
inches.

The main engines are placed 8 feet apart in a single engine
room without a center line bulkhead, the starting platform
being very conveniently located between the engines, with
ample space for the engine crew to work in. The cylinders
are fitted with safety valves in the bottom and covers. From
the center of the engines to the center of propeller is 62 feet
6 inches. The cranks are set at 90 degrees. The high-pressure
cylinder has one piston valve, 9 inches in diameter, while the
low-pressure cylinder has a flat, double-ported slide valve, 28
inches wide and 24 inches long, the valve travel in each case
being 444 inches.

The valves are operated by Stephenson’s link motion
through overhung double-bar links, whose motion is derived
from eccentrics keyed to the crankshaft. The valve gear is so
adjusted that the mean cut-off in full gear will be about 6634
percent in the high-pressure cylinder and 56% percent in the
low-pressure cylinder. The point of cut-off will be variable
by means of slotted reverse arms. The pins on the links for

the attachment of the eccentric rods are 2414 inches center’

to center, the full throw of the links being t2 inches. The
high-pressure eccentric sheaves are of cast iron and made in
one piece, while the low-pressure sheaves are made in halves.
The straps for all the eccentrics are of cast iron and made in
halves, the bearing surface in each being 2%4 inches wide.
The distance from the center of the shaft to the center of the
links is 50% inches. The valve stems in all cases are 114
inches in diameter through the valves, 2 inches in diameter

through the stuffing boxes and 2% inches at the guides. The
piston rods are each 314 inches diameter.
The framing of each engine consists of two cast iron

T-section columns at the front and two cast iron box section
columns at the back. The bed plates are of cast iron and
contain three bearings each. The exhaust passage from the
high to the low-pressure cylinder is formed by an 8-inch
extra heavy steel pipe, bent to the arc of a circle and con-
nected by means of flanges to the upper facing of the steam
chests, as illustrated in the general arrangement of the engine.
From the inboard side of each low-pressure steam chest a steel
exhaust pipe leads to a cast iron fitting bolted directly to the
condenser, which is common for both engines. Each exhaust
pipe has a diameter of 11 inches at the cylinder and 12 inches
at the condenser.

The high-pressure pistons are of cast iron fitted with cast
iron plugs arranged for water grooves. The low-pressure
pistons are of cast steel fitted with the usual arrangement of
cast iron follower and two spring rings in each piston. All
pistons have a depth of 4% inches.

The crossheads are of cast steel with pins 4 inches in diam-
eter by 5% inches long. Brass slippers are fitted for both
ahead and astern thrusts. The slipper for the ahead thrust is
10 inches wide by 12 inches long, while the combined width
of the slipper for the astern thrust is 6 inches with a length
of 12 inches. The crosshead backing guides of L-section are
made of cast iron and bolted directly to the back columns.

The connecting rods, which are 45 inches center to center,
have a diameter at the crosshead end of 314 inches and 334

INTERNATIONAL MARINE ENGINEERING

NovEMBER, I912

inches at the crank end. The crosshead end has a single con-
nection, and the adjustment for wear at that end is taken up
by means of a wedge, while at the crank end a bolt connection.
is used.

The crankshafts are each made in one forging with a
coupling disk 141%4 inches diameter by 17 inches thick at one
end. The length over all is 7 feet 1% inches. The journals
are 634 inches diameter, while the crank pins are 634 inches
diameter by 8 inches long.

The crank webs are 734 inches wide by 434 inches thick.
Opposite each crank slab a tail piece is forged, to which the
cast iron counter-balances are bolted. The counter-balances
are of sufficient weight to take care of the reciprocating as
well as the rotating weights. Each thrust shaft is 634 inches
diameter and 37 inches over all, being fitted with four collars
13 inches diameter by 13 inches thick and 3% inches apart.
A coupling disk is forged on each end 14% inches diameter
by 1% inches thick.

There are two intermediate shafts for each engine, 634
inches diameter by 12 feet 9% inches long, and coupling disks
forged at each end. The tail shaft is 714 inches diameter in
the bearings and 634 inches diameter between the bearings
and at the ends. Length over all is 30 feet 35/16 inches. A
cast iron coupling disk, 1834 inches diameter, is shrunk on the
forward end.

Each crankshaft has three bearings 634 inches diameter, two
being 8 inches long and one 1134 inches. The thrust bearings
consist of cast iron pedestals fitted with three cast iron horse-
shoe collars lined with white metal in each pedestal. The in-
termediate shafting for each engine will be carried by two
spring bearings made of cast iron, the lower halves being lined
with white metal. Each propeller shaft will be supported at
the outboard strut and also in the stern tube by a bearing at
each end. The bearing in the strut will consist of a brass
sleeve 22 inches long carrying wood strips of lignum vite.
The after bearing in the stern tube is a duplicate of the strut
bearing, while the bearing at the inboard end consists of a
brass sleeve.

The stern tube is made of two cast iron sleeves connected
by a standard steel pipe 9 inches diameter. The after sleeve
is made to fit a cast steel boss riveted to the shell of the ship,
while the inboard end is flanged to receive the after collision
bulkhead. The over-all length of stern tube is a fect 5
inches.

There are two Restistiers of cast iron, solid, three-bladed,
and made to the right and left hand. mine diameter of each
wheel is 6 feet, while the pitch is 9 feet, and the developed
area for one wheel is 14% square feet. The propellers rotate
outboard.

AUXILIARY MACHINERY

All auxiliary machinry is placed below the main deck with
the exception of the dynamo and hand deck pump, which are
placed on the main deck.

Reversing Gear—A steam cylinder, 7 inches diameter and
12 inches stroke, is used for reversing each engine, and is
bolted directly to their respective front columns. A slide
valve of cast iron governs the action of this cylinder. |

Air Pump and Jet Condenser—A single-acting, independent,
vertical air pump and jet condenser is fitted, having one steam
cylinder 12 inches diameter placed directly over the air cham-
ber, 24 inches diameter, with a common stroke of -18 -inches.
The diameter of the injection pipe is 5 inches, while the over--
board discharge pipe of the air pump is 10 inches. -All-inde-
pendent pumps are furnished by the Dean Bros. Company,
Indianapolis, Ind. The air pump is placed athwartship, the
center being 9 feet 5 inches aft of the center of une engine,-
the base resting upon the ship floors. ;

Feed-Water Heater—The feed-water heater is focated on
the starboard side on the forward engine room bulkhead, and

ont

NOVEMBER, I912

uses the auxiliary exhaust steam. This heater is a No. 5
Schutte & Kéerting film feed-water heater, consisting of eight
spirally corrugated tubes, 23g inches diameter by 46 inches
long.

Feed Pump—Vhere is one 10-inch by 6%-inch by 12-inch
independent, simplex, plunger, horizontal feed pump. It is
located on the port side of the engine room, and has a dis-
charge of 2!%4 inches diameter, while the suction connects with
a 4-inch two-valve manifold, which draws from the hotwell
and sea.

General Service Pump—There is one 8-inch by 5-inch by
12-inch independent, duplex, plunger, horizontal general ser-
vice pump placed on the starboard side of the ship. The
suction of this pump is connected to a 4-inch three-valve mani-
fold, which draws from the sea, bilge and hotwell. The dis-
charge, 214 inches diameter, is connected to the general ser-
vice pump manifold, through which the pump discharges indi-
rectly to the ash gun, fire hose, deck hose, engine hose, con-
denser, overboard, fresh-water tanks, to the boilers through
the feed-water heater and to the boiler direct through inde-
pendent lines. A No. 14% Model O Metropolitan injector
discharges into the after end of this manifold.

Fresh-Water Pump—There is one 4-inch by 334-inch by
5-inch independent, duplex, piston, horizontal fresh-water
pump placed on the starboard side of the ship on the forward
engine-room bulkhead. The suction and discharge are, re-
spectively, 2 inches and 1%4 inches. The suction and discharge
are connected to the fresh-water tanks, which are placed in the
boiler room.

Sanitary Pump—There is one 5%4-inch by 5-inch by 5-inch
independent, duplex, piston, horizontal sanitary pump placed
on the starboard side of the ship, and whose suction is taken
from the sea. The suction and discharge are, respectively,
3 inches and 2 inches.

Bilge Pumps—There are two independent, horizontal,
plunger bilge pumps, 4% inches diameter by 4 inches stroke,
each pump deriving its motion from a pin driven into the
forward end of the crankshaft. The pump body is bolted to
the outboard side of the bed plate of each engine, the suction,
3 inches diameter, is connected to the bilge, while the water
is discharged through 2%4-inch pipes directly overboard.

Steering Engine—There is a double-cylinder 5-inch by 5%-
inch steering engine, steam and hand combined, made by the
Hyde Windlass Company, Bath, Me., and placed on the port
side of the ship, connecting with the rudder quadrant by
means of chains.

Dynamo—There is a 25-kilowatt Crocker-Wheeler gen-
erator direct connected to a Terry steam turbine, which fur-
nishes current for lighting the ship. This outfit is placed on
the main deck, starboard side, just off the engine platform.
The switchboard is placed on the port side near the entrance
to the engine platform, the whole being within the engine
well.

The distribution of lights is as follows:

Boat Deck—Ten 8-candlepower, five 16-candlepower, four
32-candlepower signal lights.

Main Deck—Fifty-seven 8-candlepower, forty-five 16-candle-

power.
Promenade Deck—Seventy-nine 8-candlepower, eight 16-
candlepower.

Hold—Thirty-seven 8-candlepower, thirty-six 16-candle-
power.

Fan and Engine—The fan and engine used in connection
with the forced draft for the boilers is placed on the port side
of the engine room at the forward engine-room bulkhead.
The 5-inch by 5-inch high-pressure engine is direct connected
to a No. 6 Sirocco fan, both being furnished by the American
Blower Company, of Detroit, Mich.

Ash Gun—The ash gun is placed at the starboard side of the

INTERNATIONAL MARINE EN GINEERING 463

ship on the forward side of the coal bunker bulkhead. This
gun consists of the hopper into which the ashes are thrown,
and there discharged overboard through a 7-inch extra heavy
pipe, check valve and deflector, which is riveted to the side
of the ship. A water jet at the top and bottom of the gun
furnishes the necessary power to discharge the ashes.

Hand Pump—Vhere is one vertical, duplex, plunger hand
pump, required by the United States laws, placed on the
main deck aft. Each cylinder is 434 inches diameter, with a
stroke of 6 inches, making a total capacity for each cylinder
106 cubic inches.

BoILers

Two single-ended Scotch boilers of the cylindrical type,
working at a pressure of 150 pounds to the square inch, are
located on the center line of the ship in one boiler room. The
distance apart of the boilers longitudinally is 9 feet 9 inches
between the furnace fronts, while each boiler has a separate
funnel spaced 12 feet apart. The funnels are 40 inches inside
diameter, while the outside stack is 48 inches diameter, the
top being 4o feet 3 inches above the grates. The boiler aft
projects through the bulkhead between the boilers and engines
about 3 inches. There is an exit to the main deck at the for-
ward end of the boiler room. Ventilation for the boiler room
is provided by two 24-inch ventilators placed in the center of
the boiler room, and whose outlets are carried down to a
height level with the bottom of the air heater.

The furnaces, two in each boiler, have internal and maxi-
mum diameters of 45 inches and 4815/16 inches, respectively,
the thickness being 15/32 inch. The grates are 5 feet 6 inches
long, the grate surface of each boiler being 4114 square feet,
while the heating surface in each boiler is 1,713 square feet,
or a ratio of 41.5 to 1, making for the two boilers an aggregate
grate surface of 82.5 square feet and a total heating surface of
3,426 square feet. The furnaces are of the Morison sus-
pension type, and have independent combustion chambers.
The length of the tubes between the tube sheets is 6 feet
10 3/16 inches, and they are spaced 3% inches in a vertical
and 334 inches in a horizontal direction. Each boiler contains
326 tubes, of which forty-four are stay tubes; all have an out-
side diameter of 21% inches, with a thickness of No. 1o for
the stay tubes and No. 12 for the ordinary tubes. The tube
sheets have a thickness of 54 inch. The top of the combustion
chamber, which is 9/16 inch thick, is supported in the usual
manner by bridge girders. The boiler shell is 15/16 inch
thick.

The positive forced draft unit consists of a No. 6 Sirocco
fan, direct connected to a 5-inch by 5-inch high-pressure en-
gine, the whole being furnished by the American Blower
Company, Detroit, Mich. The suction of the fan is taken
from the engine room, while the air is discharged through a
24-inch by 24-inch galvanized steel pipe to the air heaters,
which are studded to the boiler fronts. The suction of the
fan has a diameter of 3134 inches, while the discharge has a
sectional area of 576 square inches. The air heater for each
boiler measures 9 feet long by 2 feet 8 inches wide and 5
feet 2 inches deep. Each heater consists of 127 horizontal
tubes, whose ends are expanded into steel plate headers, %
inch thick. All the tubes are of steel, 214 inches outside diam-
eter, No. 14 gage, and 9 feet long. The total heating surface
for both air heaters is 1,346 square feet. The operation of the
positive draft is such that the burnt gases from the boiler pass
by on the outside of the air-heating tubes, while the fresh air
for the furnaces is forced through the tubes, thus abstracting
heat from the boiler gases for the benefit of combustion.

Correction—On page 396 of the October issue it was
erroneously stated that the Diesel-engined Standard Oil barge
No. 62 made a trip from’ New York to Providence, R. I., in
11 hours. The correct time was 23 hours.

404 INTERNATIONAL MARINE ENGINEERING

NovEMBER, I9I2

The First of the Eight New American-Hawaiian Steamers

In anticipation of additional business after the opening of
the Panama Canal, the American-Hawaiian Steamship Com-
pany of New York has placed with the Maryland Steel Com-
pany, Sparrows Point, Md., an order for eight ships similar
in character to the Kentuckian and Georgian (see Vol. XV,
page 3090) now in service. The placing of such a large order
with one firm is unprecedented in the annals of American
shipbuilding.

The route on which these vessels are to be placed is from
New York to San Francisco and the Hawaiian Islands by
way of the Panama Canal. Special attention has been paid to
the arrangement of hatches for shipping large timbers. After
the Canal has been opened to the marine traffic of the world,
the owners will insulate the upper ‘tween decks for the pur-
pose of carrying tropical fruits, the builders having created a
suitable steel house on the shelter deck ready for the instal-
lation of the refrigerating machinery.

The owners specified one radical departure from their pre-
vious boats. They desired to take advantage of the decrease
in weight that the longitudinal system of framing allows and
thereby increase the earning power of the ships. All, eight
vessels are to be built on the Isherwood system, the company
also recognizing the advantages gained by clearer holds, be-
sides increased dead weight.

The Minnesotan, the first of the order to be launched, made
her initial trip down the ways on June 8, followed by the
Dakotan on August 10. The Minnesotan went on the -build-
ers’ trial on September ro and left the following day for New
York to be delivered. The principal dimensions of these boats
are: Length between perpendiculars, 414 feet 2 inches; beam
molded, 53 feet 6 inches; depth molded to shelter deck, 39
feet 6 inches; depth molded to upper deck, 31 feet 6 inches.
The vessels are built to the highest requirements of Lloyds
under special survey and are classed 100 A-1. The ships will
carry 9,450 tons of dead weight on a draft of 28 feet and
maintain a service speed of 12 knots,

All have straight stems, elliptical sterns, three continuous
steel decks with an additional steel orlop deck in No. 1 hold.
The propelling machinery is located amidship, just forward of
which is a deep tank with an oiltight center line. bulkhead
for carrying either coal, cargo or fuel oil. At each end of
the ship is located a peak tank for carrying fuel oil or water
ballast. The double bottom extends the entire length of the
boat with an oil-tight center keelson, and is divided longi-
tudinally into eight tanks, the three under the machinery space
being intended for carrying feed water. Oil wells are built in
to separate these tanks from the remainder, which are to be
used for fuel oil or water ballast.

When it is decided to use coal instead of fuel oil in the
boilers, the coal will be carried in a bunker on the second
deck abreast the machinery space and in the deep tank. The
combined bunkers have a capacity of 900 tons. A steel shaft
alley is built in the two after holds, extending from the ma-
chinery space to the after peak bulkhead. The ship’s stores
are carried at each end of the second deck over the péak tanks.

The vessels are fore and aft schooner rigged, with two steel
masts and four king posts. The masts have eight booms each,
one on the foremast being of 30-ton and one on the main-
mast of 20 tons capacity. All other booms are capable of
handling 5 tons. Each forward king post is fitted with two
booms and the after ones with one each; the king post booms
are of 3 tons capacity. All cargo booms are of seamless steel
tubing imported from the Mannesmann Tube Works, Dussel-
dorf. To facilitate the handling of freight, four cargo ports
are fitted to the lower ’tween decks and six to the upper

‘tween decks. On each deck are six large hatches with wooden
covers, and in addition numerous small trimming hatches are
distributed throughout on the upper and second decks.

The deck machinery is composed of a Hyde vertical wild-
cat pattern steam windlass with the engine on the deck below.
Warping heads are fitted above the wildcats. Four double-
geared and ten single-geared winches with single drums and
gypsy heads are installed for handling freight; the winches
haye 9-inch by 14-inch double cylinders. Two heavy steam
dock capstans with 9-inch by g-inch cylinders are also fitted
on deck, one forward and one aft. The steering engine is a
Hyde geared quadrant type operated by means of a Brown
telemotor from the pilot house, the flying bridge and the steer-
ing engine room. The engines are twin vertical engines, each
capable of handling the rudder under any condition. The deck
equipment consists of two 26-foot metallic lifeboats, one
wooden 20-foot cutter and one wooden 22-foot gig. All boat
davits are Norton’s patented screw gear type.

The accommodations for the passengers, officers and crew
are large and airy, the aim being to make the quarters as com-
fortable as possible, as a considerable portion of each trip
is in the tropics. The quartermasters, carpenter and boat-
swain are quartered in the forward end of upper tween decks.
Their stores, lamp room, wash and toilet room are forward.
At the after end of the upper ‘tween deck the watertenders,
oilers, seamen, firemen, wash and toilet rooms are installed.

The midship house contains the dining saloon and pantry,
the officers’ mess room and pantry, two spare staterooms,
store rooms, accommodation for the freight clerk, cooks,
steward, mess boys, chief, first, second, third, deck and re-
frigerating engineers, and bath and wash rooms. In a steel
house at the after end of the shelter deck the hospital with
bath and spare staterooms are fitted.

On the boat deck are located four staterooms and bath, the
wireless room, pilot house, chart room, first, second and third
officers, officers’ bath and the captain’s stateroom, office and
bathroom. At each of the lower ‘tween decks special freight
rooms are bulkheaded off for bonded freight.

The propelling machinery in the Minnesotan is similar in
design to that installed in the steamers Kentuckian, Georgian
and Honolulan, and consists of one 4-cylinder quadruple ex-
pansion engine, three single-end Scotch type boilers and the
necessary auxiliaries.

The main engine cylinders are 25% inches, 37 inches, 53%
inches and 76 inches in diameter by 54-inch stroke, having
piston valves throughout, and are supported by heavy box
columns fitted with double slipper guides. The main air pump,
two bilge pumps and an oil pump for forced lubrication to
thrust block, are attached to the high-pressure engine. The
crank shaft is 1514 inches in diameter and is in four inter-
changeable pieces, the cranks being set at equal angles.

The propeller, which is 15 feet 6 inches diameter by 18 feet
6 inches mean pitch, has a cast steel hub with manganese
bronze blades. The main boilers are 16 feet mean diameter
by 12 feet 3 inches long, designed to meet the requirements
of Lloyd’s inspection rules for 215 pounds working pressure.
Each boiler contains four 41-inch inside diameter corrugated
furnaces. The tubes are 234-inch diameter and the total
heating surface is 3,173 square feet per boiler.

The boilers extend through the engine room bulkhead and
have all connections on the back heads in the engine room.
They are fitted with the Howden’s system of forced draft
and are built to burn either oil or coal as fuel. It is the in-
tention to burn oil for the greater part of the time, but all
the necessary grate bars, etc., are carried so that the change

wee

465

INTERNATIONAL MARINE ENGINEERING

NOVEMBER, IQI2 ©

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460 INTERNATIONAL MARINE ENGINEERING

to coal may be made at any time. When burning oil the
steam atomization system is used with the necessary pumps,
oil heaters and filters, etc., carried on the forward fire-room
bulkhead. The fuel oil system throughout is furnished in
duplicate. The donkey boiler is 10 feet diameter by 9 feet
6 inches long, built for 315 pounds per square inch working
pressure and to burn either coal or oil fuel.

There are also provided two long-stroke simplex feed
pumps, a duplex fire and bilge pump, an oil trim pump, a
duplex ballast pump, a fresh water pump, an auxiliary con-

NovEMBER, I9I2

denser with attached air and circulating pumps for port use,
a 14-inch centrifugal circulating pump, two 20-ton evaporators
with pump, two distillers with pump and serrating tank, a
forced draft blower, a 2-ton refrigerating plant and a multi-
coil feed heater. A drill press, a lathe and an emory wheel
are installed on the starboard side in the engine room and are
operated by an electric motor.

A system of mechanical ventilation for the cargo holds has
been installed with two motor-driven fans located in the
engine casing.

An Installation of Fire Extinguishing and Fumigating
Apparatus

One of the few menaces to safety on board ship at sea
which has not been entirely overcome in modern steamship
construction is the danger of fire. In spite of the careful
consideration which is usually given to fireproof construction
instances are not infrequent where enormous losses of prop-
erty and sometimes of life occur from this cause, and the
difficulties of fighting fire in the hold of a ship laden with an
inflammable cargo are clearly recognized by experienced sea-
men and marine engineers. Fire has been known to smoulder
for days and weeks in a ship’s hold while the crew has been
unable to check it, and even when checked the ordinary means
of fighting fire at sea invariably damage such of the cargo
as is not destroyed by the fire itself. Water and steam are

emer
rian by

This, it is claimed, has been accomplished by a machine known:
as the “Grimm” sulphur dioxide gas machine, manufactured
by the Fumigating & Fire Extinguishing Company of America,
New York. A detailed description of this machine was pub-
lished on page 125 of the March, 1912, issue of INTERNATIONAL
MartNeé ENGINEERING, and it will be remembered that by this
method commercial sulphur, or “rolled brimstone,” as it is
known to the trade, is put into a furnace into which the air is
forced in such quantities as to form perfect combustion, the
continuance of which is dependent only upon the periodical
supply of sulphur,. which is accomplished by means of a
patented device on top of the machine through which no
sulphur fumes can escape. This furnace is placed inside a

FIG. 1.—NEW AMERICAN-HAWAIIAN STEAMSHIP MINNESOTAN

the common weapons nsed for this purpose, but a cargo hold
can seldom be flooded with water without impairing the safety
of the vessel, and the use of steam has not proved as effective
in practice as it would appear to be in theory. These facts are
conceded by experienced fire fighters.

On the other hand, the value of sulphur dioxide gas as a
fire extinguisher has been known to engineers and scientists
for many years, and the efficiency of the same gas for fumi-
gating purposes has been admitted by the best authorities for
over 2,000 years. The generation and application of this gas,
therefore, have been the subject of study and experiment for
generations, the object being to produce it in volume so that
it can be delivered in quantities sufficient to do its work
without damaging the things with which it comes in contact.

water-jacket of rectangular form, constructed in the manner

of a marine boiler, through which water is circulated during
its operation. The gas is forced from the “dome” of the fur-
nace by its elasticity, and after passing through cooling tubes
in the water-jacket is then discharged from the machine in
a cool and dry condition, whence it is conveyed through a pipe
or hose to its destination. Such, briefly, 1s the operation of
the apparatus.

Its value to a steamship owner is clearly evident when it
is realized that the gas thus generated will extinguish fire
without damage to cargo. At the same time the installation
of this apparatus on a steamship insures the vessel a clean
“pill of health’ the world over; for. not only is the ship
protected against fire by turning the gas into any compart-

NOVEMBER, 1912

ment or hold where a fire may occur, but the entire ship, or
any part of it, can be effectually fumigated without recourse
to the makeshift apparatus supplied by quarantine officers,
most of which is obsolete. The operation of this apparatus

has shown by experience to be capable of entirely freeing a

INTERNATIONAL MARINE ENGINEERING

467

frames at the ship’s side, and are securely protected with
wood casings. All of the piping is of galvanized iron and
fittings are avoided wherever possible, bends being substituted.
While a separate pipe line for this gas is usually provided a
combined gas and steam installation has been worked out in

—FEUMIGATING AND FIRE EXTINGUISHING APPARATUS ON THE
MINNESOTAN

ship of the presence of rats, insects and disease germs, thus
eliminating some of the most troublesome and dangerous
hardships of the crew and ocean travelers.

As an illustration of the application of this apparatus to a
modern steamship attention is called to the accompanying
illustrations, which show the new American-Hawaiian steam-
ship Minnesotan, one of the eight new vessels now being con-

FIG. 4.—DECK HOUSE, WHERE FUMIGATING AND FIRE-EXTINGUISHING
APPARATUS IS LOCATED

the case of the Minnesotan, but all pockets where condensed
steam could collect have been eliminated, and there is always
a fre flow for water to the drains provided, so as to keep the
pipes as dry as possible for the gas. All of the branch lines
are controlled by manifold valves, so that gas or steam may be
forced into any compartment of the ship where it may be
required, and, in addition to this, there are hose connections

= ~~ —— 236 toNo.2 Mold
ly | | P=] c= Manifola) 2!To Lamp Room
I oe | =) i Fumigating A {
|| No.6 Hateh S] | nd BREED 2 { Manifold &
| Saal — 3 No.3 Hatch 3” Main Discharge. |
‘axb Hate | 3 SA =]
t e-- =i oo = a No.2 Hatch
+71 SF Harty 7; 3 : == ol -
= oO oF ! |
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b= 27| Manifold =>)
II | =e =a rae 3" Forward Main Discharge H iemnala 2 "To Paint Rooia
Hose Connection for Quarters eee 2'To Stores
a
Sulphur-Dioxide Gas _7 H
Fumigating and Fire <1 |
Extinguishing _\& |!
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—= al in! Special Freight Paint Room
= Main Discharge in —
=== se ELL ee EE SS : = a
g| Not Upper Tw.Deck iS ==
SS - 3. ————— 7 apiwies Te
Ge saat Ta =) No2 Lower Tween Deck SR ee tis & Stores
el Stores 7 Lower Deck a =e) ontop =
No.4 Hold Z No.1 Otlop Dec Deck all Deck Chain Locke:
i Deep Oil a
oat No.2 Hold Cy ed Oil Tank
No.l Hold "s
BH. 7 [es] al
B., BH. B.H, BH. Bi BH, B.H,

F1G. 3.—PROFILE AND SHELTER DECK PLAN OF THE MINNESOTAN, SHOWING ARRANGEMENT OF PIPING FOR THE FUMIGATING AND FIRE-EXTINGUISHING
APPARATUS

structed for this company by the Maryland Steel Company to
take advantage of traffic through the Panama Canal. All of
these new ships are being equipped with this apparatus in the
manner shown in Fig. 3. The gas machine is placed in a steel
deckhouse, 8 feet by 13 feet, on the upper deck just abaft the
smokestack; from this a main discharge pipe, 3 inches diam-
eter, extends on the starboard side of the vessel forward and
aft under the shelter deck. The main pipe leads to six mani-
folds, all of which are on the shelter deck, accessible at all
times and securely protected, from which 2'%-inch branch pipes
extend to each deck in each hold of the vessel. All of the
branch pipes lead to within 2 feet of the floor of the com-
partments. The vertical branch pipes are laid well up against
the bulkheads, or against the face of the longitudinals or

forward and aft, so that gas may be used for fumigating the
crew’s quarters.

One of the features of this equipment which will appeal to
the engineer, is that the gas is not drawn from the machine
through pumping apparatus, but that only air is pumped, and
that into the furnace where the gas is generated; thus the gas
is discharged under pressure, so that it does not come into
contact with the blower outfit.

Besides the installations on the new American-Hawaiian
steamships, the Panama Steamship Line and the Hamburg-
American Steamship Company (Atlas Line service), and
many others, use this apparatus. Smaller sets have also been
supplied for shore use at Newark, N. J., Havana, Cuba, and
elsewhere.

468

INTERNATIONAL MARINE ENGINEERING

NovEMBER, IQI2

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and

Auxiliaries ;

Attachment of Piston to Rod

That part of the interesting narrative, “Total Breakdown
of High-Pressure Engine’—October issue—relating to the
difficulty experienced in getting the piston off the rod, caused
me to wonder why engine builders continue to fit pistons on
tapered rods, when it is known to be extremely hard to get
them off after they have been in service for some time. Of
course, it is also well known that marine engines have to
endure serious stresses and shocks at times, and therefore
all the parts must be designed, built and assembled with that
understanding. But pistons do break occasionally, or some-
thing else gives out which necessitates removing the piston
from the rod, and then the trouble begins, as related in
F. J..S. N’s story, to which I refer.

The taper-fit idea is all right in principle, and would be all
right in practice if the taper were of the correct inclination.

Steam Rings.
Piston Flange
Partly Tapered Hole for Rod

FIG. 1

Cotter Pin

If a taper is too “steep’—as shop parlance states it—it will
not have any holding force, and dependence must be placed
solely on the nut to secure the piston on the rod. On the
other hand, if the taper has too little angle of inclination it
may secure the piston so tightly to the rod that under con-
ditions existing on board ship at sea it becomes almost im-
possible to get the piston separated from its rod. From the
description given it would seem that the piston in the story
was fitted on a taper that was of too little angle of inclination,
and that probably was the reason the rod could be shoved
further into the eye of the piston without splitting it. This
could not have happened had the taper been too “steep.”
Between the extremes of tapers alluded to there is one
that serves the purpose of securing the piston to the rod, yet
at the same time permits the piston being disengaged when-
ever and wherever it may be found necessary to do so. In
order to find just what this taper is in any given case, it must
first be found out what the angle of repose is for the metals
of which both piston and rod are made. When the angle of
repose is known, then a taper can be chosen that will not
“stick” at a time when it is required to remove a piston under

Breakdowns at Sea and Repairs

adverse circumstances, and under conditions when time is
very valuable and must not be wasted in useless efforts.
Probably the majority of engine builders do consider the
angle of repose feature when devising tapers for piston and
other rods. But it is nothing uncommon to hear of just such!
trouble as recorded by your correspondent, and I wonder if!
in such cases the angle of taper was guessed at. In any case,
the piston should be fitted so that it may be removed. with
ordinary means, and not as if it were never to be disconnected!
from its rod at all.
Pistons with eyes bored parallel and fitted on corfespond-'
ing rods, as shown in the accompanying sketch, Figs/3, have
been used in stationary practice with satisfying results, and
why not expect that they would also do in marine practice
if properly designed otherwise? Here the piston is a sliding—'
not a loose—fit, and it is held securely against a shoulder on

Parallel Bore

KZ
Piston

G
Dil

Rod Shoulder |

the rod by a nut, as in the case of all pistons; the nut in turn
is secured against slacking back by one of several devices
well known. This makes a solid job, it is easily handled, and
the piston:can be taken off at any time without any trouble,
as is frequently encountered with those represented in Figs.
rt and 2, when the tapers are not made in accordance with
the angle of repose. What is the opinion of other engineers
on this matter? CuHartes J. Mason.
Scranton, Pa.

Efficieny of Turbines at Cruising Speed

With reference to the letter which appeared in a recent issue
under the above heading, it may be of interest to trace the
development of turbine arrangements with regard to their
economy at cruising speeds.

The first turbine-driven vessels built (with the exception of
the experimental Turbinia) were the torpedo boat destroyers
Viper and Cobra. Although these vessels attained very high
speeds it was quickly realized that their economy at low
speeds left much to be desired. On account of this, in the
next vessel built (H. M. torpedo boat destroyer Velox) a
pair of small reciprocating engines were fitted in addition to
the turbines to operate at cruising speeds, so that the ar-
rangement adopted in the Henley is by no means novel.

In the case of the Velox the arrangement was as indicated
in Fig. 1, there being four shafts with the high-pressure tur-
bines on the outer shafts and the low-pressure and astern
turbines on the inner. A triple-expansion engine was coupled
to each inner shaft forward of the low-pressure turbine, and
could be thrown in and out of gear by means of a clutch.

NOVEMBER, I9I2

This arrangement has never been repeated in the British navy,
subsequent improvements with installations of turbines only
having rendered its adoption unnecessary.

In order to improve the efficiency of turbine-driyven de-
stroyers at cruising speeds the arrangement indicated in Fig. 2
was adopted, there being three shafts, the high-pressure tur-
bine on the center shaft and the low-pressure and astern
turbines on the wing shafts, while cruising turbines were
added to operate in series with the main turbines, the high-
pressure cruising turbine on the port shaft and the medium-
pressure cruising turbine on the starboard shaft. These
cruising turbines were cut out of action successively at in-
creased speeds. This arrangement was just installed in the
British torpedo boat destroyer Eden, and up to very recently
has been the standard for British destroyers. It has been
quite successful as regards cruising economy, probably its
greatest drawback (and one common to all cruising turbines)
being a liability to blading strips if the clearances are cut
fine and the turbines are not carefully handled.

As regards battleships and cruisers the British Admiralty
have abandoned the cruising turbine, and secured the desired
efficiency at cruising speeds by adopting turbines of greater
economy at all speeds, and by fitting additional rows of blades

Fic, 1

(about twenty) at the initial steam end of the high-pressure
turbine, this portion being by-passed at full speed. This ar-
rangement has, the writer believes, been fitted to only one
destroyer.

In the latest British torpedo boat destroyers, however, the
three-shaft arrangement with cruising turbines has been
definitely abandoned and twin screws adopted, each shaft
being driven by a single turbine of the combined impulse-
reaction type, with an astern turbine incorporated in the same
casing. In this type of turbine the steam enters the nozzle
boxes at 220-240 pounds per square inch, is expanded in the
nozzles to about 70-80 pounds per square inch, passes through
one velocity compounded wheel with four rows of moving
blades, and thence through the remainder of the blading,
which is of the usual Parsons reaction type. It is still too
early for definite information as to the efficiency of this type
of turbine, there being at present only the first two experi-
mental vessels in service, but the fact that the British Ad-
miralty have installed this system in their destroyers, and
are also fitting it in scout cruisers, speaks for itself.

In addition several vessels have been fitted with twin-screw
installations of turbines of the Curtis type. In these cases
superheaters are used to obtain an efficiency equal to the
Parsons system. Having thus traced the development of
turbine installations in the British navy, as affecting efficiency
at cruising speeds, we are in a position to consider further
proposals.

In the first place one can only agree with Mr. Barry that

INTERNATIONAL MARINE ENGINEERING

469

an arrangement similar to that fitted in the Henley would be
entirely unsuited to a battleship. Such an arrangement is
only applicable to vessels of the destroyer type, where the
rate of revolution is high, and the reciprocating engine can
be made correspondingly small. The lower rate of revolution
in a battleship would inyolve an engine of such dimensions as

to preclude its adoption. Mr. Barry has suggested the fitting
of a clutch abaft the turbine, to be thrown out of gear and
a two-to-one reduction gear substituted at cruising speeds.
Mr. Barry points out that the power to be transmitted would
be about 1,900 shaft-horsepower in the case of the battleship
taken.

It would seem to the writer that some considerable experi-
ment and trial would be necessary before an installation on
such a scale could be reasonably attempted. A twin-screw
torpedo boat destroyer would be a more suitable subject for
experiment, as the power to be transmitted at cruising speeds
would be about 500 shaft-horsepower. One disadvantage of
this proposal is that the whole of the propeller thrust would
have to be taken on the thrust block, the advantage of the
steam balance of the Parsons turbine with its consequent free-
dom from thrust troubles being lost in such an installation,
and it has been found that the provision of a block to take
the whole of the thrust at the high revolutions of turbine
machinery is somewhat difficult.

Mr. Barry’s second proposal, to gear a small high-speed

turbine or reciprocating engine to the shafting forward of the
main turbines and exhausting to them, appears to have more
to recommend it. We may take it that if gearing is to be
fitted the reciprocating engine need not be considered. Mr.
Barry must not, however, imagine that this proposal is
original, as Messrs. Parsons (who undoubtedly possess the
largest experience on the subject) have proposed similar ar-
rangements for some considerable time, and have at the pres-
ent moment two destroyers completing on the Clyde for the
British navy, these vessels: being fitted with a system of

470

geared turbines which embodies their ideas, the arrangement
being indicated in the sketch Fig. 3.

There are two main shafts, which run at about 600 revolu-
tions per minute, and directly coupled to these shafts are the
low-pressure turbines, in which are incorporated the astern
turbines. Forward of each low-pressure turbine and con-
nected to the main shaft through double helical gearing is a
cruising turbine and a high-pressure turbine, the reduction
ratio being such that with for 600 revolutions per minute of
the main shafts the cruising turbine runs at about 3,000 revo-
lutions per minute and the high-pressure turbine at 2,000.
With this arrangement the safety of the installation is inde-
pendent of the gearing, while the gearing admits the adoption
of very small, high-speed, economical turbines to aid the
efficiency at cruising speeds.

One of these vessels has already run trials on which a speed
of about 30% knots has been attained, the gearing being very
free from noise except for a loud hum. The trials at cruising
speeds indicate a remarkable degree of economy, for whereas
the consumption of oil on the 24-hour trial at cruising speed
has been (for the standard British torpedo boat destroyers)
in the neighborhood of 18% tons, the adoption of this geared
arrangement has reduced it to about 14% tons.

It would appear that an arrangement of this type is a more
rational method of applying gearing, more especially in the
initial stages of its application, as not only is the propulsion
of the ship independent of a breakdown of the gearing, but
in addition the thrust is equalized by the steam balance in the
usual way.

The latest arrangement for securing economy at cruising
speeds is the adoption of Diesel oil engines for use at low
powers. These are thrown out of gear at higher speeds.
With oil-fired vessels this would enable the steam arrange-
ments generally to be almost entirely shut down under cruis-
ing conditions, so that a great increase in economy should
result. The writer understands that a torpedo boat destroyer
is being built for the British Admiralty with machinery ar-
ranged on the above lines, and the results of her trials will be
looked forward to with great interest. GEARING.

The Diesel Electric Drive in the Tynemount

In your issue of October, 1912, on page 396, a notice appears
regarding the Canadian canal vessel Tynemount, now build-
ing in England to the order of the Montreal Transportation
Company, and which is to be fitted with oil electric machinery.

The proposed arrangement is one which was developed by
me in co-operation with Mr. H. A. Mavor, as long ago as
1g09, in order to enable the Diesel engine to be used for
propulsion without interfering in any way with the usual type
of propeller which is so essential for successful propulsion
in the Canadian canal trade. In other words, it has been
found that the Diesel engine, being naturally of a high-speed
character, is best run at revolutions which cannot be recon-
ciled with the slow-speed, coarse pitched type of propeller
best suited to the full-formed canal vessel of the lake type
for propulsion. Further, the go ahead and go astern motions
required in any propulsion directly coupled to the propeller in
negotiating the very numerous locks in the Welland and St.
Lawrence channels are quite fatal to any type of internal
combustion engine requiring compressed air for starting and
reversing. In such rapidly alternating motions the cycle of
operation on which the success of the Diesel engine depends
is completely upset, the fuel injected into the cylinders is not
properly burned and trouble incidentally results.

In the Tynemount the Diesel engines, coupled to their alter-
nators, will run continuously in one direction only and under
governor control furnishing power to the propeller motor

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

keyed to the propeller shaft just ahead of the thrust block,
and this motor will deal with the necessary speed changes and
reverse being easily controlled by a very simple. switching
mechanism.

Very satisfactory results have recently been obtained in
Schenectady in the plant of the General Electric Company, in
a 6,000 horsepower outfit for the collier Jupiter, in which a
Curtis turbine of the high-speed type was used to drive the
alternator.

The scope for electric transmission in marine propulsion is
clearly established and the combination Diesel electric instal-
lation in the Tynemount has created great interest. The
Tyneniount was ordered in England by the Electric Marine
Propulsion Company, Ltd., and sold to the Montreal Trans-
portation Company. It is being built under my supervision
and to plans and specifications proposed and approved by my
firm. Joun Rep

Montreal, Canada.

The Draftsman in Shipbuilding

The extracts from the paper under the above heading in
your August issue provoke some thoughts about ship accom-
modation generally. The paper has much interest, but the
sentences causing reflection are as follows:

“Spaces allotted to living quarters are so small
that much time is required after a contract is obtained to
arrange them in a workmanlike design.”

“Arranging and rearranging the berths and lockers in a
space only half large enough.”

Whosever the fault, the fact remains that in freight ships
especially the accommodation for officers and engineers (not
to mention the firemen and sailors) is usually cramped, badly
lighted and infernally inconvenient.

The writer once asked for a transfer from a to-knot
freighter mainly on account of the lack of accommodation
and convenience. He was duly informed that he was better
off where he was, certainly than in the steamship —— ;
the third and fourth engineers in her had to practice gym-
nastic feats every time on their way to the engine room.

Conditions of life ashore in the way of accommodation are
receiving considerable attention just now. Even the immoral
speculative builder is now putting up quite small houses with
some regard to domestic convenience. The United States has
led the world in the provision for workmen in factories of
conveniences in the way of lockers, washing and dining
facilities. It is now an axiom of manufacturing that, other
things being equal, the capable workman discriminates against
a works lacking facilities and comfort. Large firms vie with
each other in their care of employees; in short, the industrial
conscience is slowly but surely awakening to the fact that
money spent in this wise is a paying investment.

With regard to ships, and these not always freighters, ele-
mentary comfort for the crew is not studied in the manner
it might be. There is no question but that space on a vessel
is valuable, but certain anomalies exist and at little extra cost
a great deal may be done.

Take any freighter running outward with coal to the
Mediterranean and home with grain to the Continent under
the British flag. It will be found that the skipper, naturally,
has a good room, but the officers are debarred from the so-
called saloon except at meals. This ‘‘saloon” is the only reas-
onable place on the vessel, but is the captain’s private lounge.
Sea etiquette (a survival from past ages) holds good in this
particular to-day.

A berth 6 feet cube with one 8-inch portlight is in most
instances considered accommodation for two certificated
officers. Sleeping space occupies 65 feet cube, a locker
athwartships, on which it is impossible to lie full length, anda

NOVEMBER, I912

small chest of four drawers completes the outfit except for a
fold-up washing basin. Considering that outside this room
there is only the deck, I submit that the accommodation is
inadequate for two men of their rank and position.

Engineers are a trifle better off. Not, however, in size of
room, because of the small mess room in which it is possible
to foregather. It was an engineer, however, who stated that
to turn over in his bunk he had first to get out and open the
door of his room.

A vessel (oil tank) in which the writer sailed, doing
Western Ocean passages, had the rudder post through an
unusually large messroom. The engineers, being berthed aft
in what otherwise would have been vacant space, had really
roomy quarters. The rudder post passed through the floor,
and had no gland or stuffing-box to keep the water out. The
existing bush was worn ¥% inch slack, and you can’t monkey
with a rudder in mid-Atlantic. The condition of affairs in
mid-winter in heavy weather can be easily imagined. To add
to the beauty of the circumstances, the only store for pro-
visions was under the messroom. A foot of water rolling in
and out of our berths, a fountain playing every time the vessel
sat in the water, combined with a tired-out mess steward
vainly endeavoring to stem the tide, were not comfortable
conditions any way you look at it. The particular ship was
a very hard-run engine room job—always in trouble below.
Two short trips were an excessive allowance for me, com-
bined with a chief whom the job was rapidly fitting for an
asylum.

Again, take the officers’ accommodation. There is a bath
room provided, but usually this again is the skipper’s per-
quisite. I have been in ships where the mates had no chance
of a satisfactory bath in spite of the provision of a bath room
aft. The skipper held the key of the door.

The engineers’ bath room, being unprovided with any water
facility, is often kept as a store for packing—the engineers
washing down below on the back platform. The provision of
hot and cold water to the bath could be easily arranged.
Even so a chief suffering from the not unusual malady of
coal fever might prohibit its use on the ground of economy.

This all applies to freighters, where proper accommodation
is easily arranged. Passenger vessels are better provided in
spite of the increased value of space therein. The officers and
engineers then share in the superior accommodation provided
for the passengers.

I have been East through the tropics to China in a freighter
where the engineers’ accommodation was formed out of a
portion of the ‘tween deck bunker. Ventilation was impos-
sible in any adequate sense. Each room had a 36-inch long
cowl ventilator projecting from the main deck. The engine
room superstructure cut off the wind from these ventilators
if not blowing from the same side. Boiler-room ventilators
are carried up clear of the superstructure; but then boilers
cost money and so does coal, and you cannot burn the
latter without draft. Engineers can, however, be much more
easily replaced.

Why not an adequate bath room amidships, available to all
officers and engineers, situated close to the engine room; it
could easily be arranged even if cold water were led in and
simply heated with a steam jet. This would be little trouble
when the ship is designed. A couple of hot spray baths for the
crew would not cost a fortune, either.

It is rather a pity, and in this I agree with the author of
the paper, that ship draftsmen do not get sea experience. In
my humble opinion, while I fully appreciate the importance
of their calling, six months, say, in the engine room would
alter some of the poor accommodation now afloat in future
ships.

One ship designer on the Northeast coast is known to me

INTERNATIONAL MARINE ENGINEERING

47%

who holds British certificates of competency as engineer, and
he has certainly improved matters in this direction for the
inhabitants of the freighters turned out at the yard where he
is employed. He informs me that it takes some scheming,
but is not impossible to do, even where he encroaches upon
the size of the sacred “saloon” to do it.

There is importance in this question to owners. The junior
engineers and officers take considerable responsibility. The
actual work in the engine room is entirely carried through
by the juniors. It is desirable, therefore, that the most capable
and brainy men on the market should be secured. Times and
conditions of life are changing and ideas of comfort are be-
coming more considered. If the accommodation and con-
ditions in a ship are good, a junior will think more than once
before making a shift. The actual cost of providing decent
accommodation in a new ship is trifling considered as a per-
centage of total cost, and such provision is worth while. The
type of man known as a “one ship bird of passage” has little
stake in your interests, “Mr. Owner.’ The type of man you
are likely to get under modern conditions in such ships as I
indicate are not desirable persons. No complaint reaches your
ears; the good man simply gets out and you are the loser
without knowing it.

In conclusion, I submit that reasonable space, fittings, venti-
lation and provision for personal cleanliness for officers and
engineers, a comfortable, roomy, light forecastle and provision
for personal cleanliness for the crew, sanitary in accordance
with modern notions, are elementary matters costing little
but which mean much. It should not be necessary to point
this out. The best ships get the best men, and it is as well
to forestall legislation on such matters as these.

London, England. AX, My JalLWAG.

Steamboating on the Amazon

The steamer Curityba, one of fourteen American stern-
wheel river boats, 125 feet long by 26 feet beam, 3 feet 6
inches depth of hold, built by James Rees & Sons Company,
Pittsburg, Pa., and shipped in knock-down form to Para,
Brazil, for service on the Amazon, left Para Aug. 23 for Rio
Madeira to Porto Velho. On this trip the steamer traveled
up several small tributaries en route from Para to Itacoatiara,
the mouth of the Madeira, returning from Porto Velho to
Manaos and then to Alto Purus and Acre Rios, carrying a
rubber commission sent out from Europe. On leaving Para
the boat was drawing about 32 inches of water at the head,
and had coal, stores, etc., on board aggregating about 110
tons. She could have carried safely in quiet water 30 or 35
tons more. The average speed up the Amazon and Madeira
until she reached very strong water was close to 8 miles an
hour, which was reduced to 5 or 6 miles an hour over riffles.
The coal consumption was, roughly, 5 tons per day. The boat
handled very well in spite of the fact that the pilots and
captain were natives, unfamiliar with this type of boat and
with the methods of river boating in vogue on the Western
rivers in the United States. The Curityba left Itacoatiara 24
hours behind another vessel, the Francisco Salles, operated
on this route, and passed her twice on the river, beating her
into Porto Velho by about four hours. The distance between
the points named is about 750 miles. The Francisco Salles is a
much larger boat, being 180 feet long by 33 feet beam, molded.
She is a stern-wheel steamer, with cross-compound engines
18 inches and 38 inches diameter by 5 feet stroke, whereas the
Cuntyba has high-pressure engines 9 inches diameter, 48
inches stroke. The usefulness of the stern-wheel boats on this
river is evident, but it is a serious problem to find men who
are capable of operating the boats to the best advantage.

Para, Brazil. Aw Ex-Mrsstssippr River Pinor.

472

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

Review of Important Marine Articles in the Engineering Press

Diesel Engines for Naval Purposes—By Lieut. A. K.
Atkins, U. S. N. This is one of the most satisfactory con-
tributions to the literature of Diesel engines in many months.
Uninfluenced by the idea of gain, and without the prejudice of
too long experience with steam, Lieut. Atkins weighs the
merits of the Diesel engine for naval service, recognizing that
steam is near the top of its efficiency and reliability curve, and
that progress is pointing the way for this new motor to ac-
complish much more for speed, steaming radius and fuel-
carrying capacity than is at present possible with any means.
After reviewing the essentials in the development of types
of Diesel engine practice, the author makes comparisons of
motor service with examples of naval steam engine per-
formance. ‘The achievements of the former are now sufficient
for such a comparison on every point of service. A résumé
of reasons for and against the oil engine is carefully drawn
up, which is a very sane statement of the situation. Too
lengthy to be given here, even in condensed form, it is
sufficient to say that for a careful summing up of the matter
to the present time we have not seen it excelled. The dis-
advantages mentioned in adopting the Diesel engine are the
need of frequent cylinder cleaning, possible rise in the price
of oil fuel, danger in carrying fuel oil in bulk and the high
cost of the installation. These are, of course, matters calling
for careful consideration, but, with such quondam difficulties
as reliability, continuous operation for long periods of time
and maneuvering qualities unmentioned as serious objections
to the service, the way looks bright indeed for the rapid adop-
tion of the Diesel motor. 6,000 words.—The United States
Naval Institute Proceedings, June.

Four-Cylinder, Four-Cycle, Diesel Engines.—An article de-
scribing engines built by Mr. Franco Tosi, of Legnano. The
first-mentioned is a four-cylinder, four-cycle Diesel engine of
600 horsepower installed in the engineering section of the
Turin Exhibition, where it contributes to the electrical sup-
ply. The cylinders are 21 inches diameter and 30.3-inch strake
and the engine runs at 150 revolutions per minute. The sec-
ond engine referred to is a four-cylinder, two-cycle marine
Diesel engine of 500 horsepower when running at 170 revo-
lutions. There are two independent scavenging pumps which are
run at a less piston speed than that of the main engine. Con-
nected to these and above them is a three-stage air compressor.
Other auxiliary pumps are described in some detail. Cycle
of operations necessary in starting, reversing and operating
the engine are given in full, describing the action of the con-
trolling mechanism. A third type of engine described is
that fitted in an Italian torpedo boat. The propelling machin-
ery consists of three sets of 6-cylinder, 2-cycle single act-
ing Diesel engines of 800 shaft-horsepower each when run-
ning at their full speed of 330 revolutions. The engines
are placed in separate compartments arranged longiudin-
ally in the ship and are coupled to their propeller shafts
by friction couplings. When running at cruising speeds of 14.5
knots or less, the center engine alone is used, the others being
uncoupled and the propellers running free. In this condi-
tion, 240 shaft horsepower is developed at 170 revolutions per
minute, the fuel oil consumption being .706 pounds per shaft
horsepower hour, taking into account a I5 percent loss of
power due to drag of the two side propellers. The radius
of action at cruising speed with 15 tons of oil fuel on board
is said to be 2,820 nautical miles. For running at full speed,
29 knots, the three engines develop 2,400 shaft horsepower with
a fuel consumption of .496 pounds per shaft horsepower hour.
Power can be increased to 3,000 shaft horsepower for half an

hour, when the speed obtained is 31 knots. 4,200 words. Well
illustrated by drawings and photographs.—Engineering, May
24.

The Langen & Wolf Diesel Engines—The firm of Langen
& Wolf, of Milan, builds Diesel engines for ships’ auxiliaries
in all sizes up to 600 horsepower, and up to the present its
output amounts to 20,000 horsepower. The engines built are
on the lines of the usual land type of engine, and are of the
four-cycle, trunk piston type, with cylinder jackets cast with
the A-frame supports. The air compressors are of the two-
stage horizontal type, driven off the forward end of the
crankshaft. The standard 4oo-horsepower engines have cylin-
ders 440 millimeters diameter and 480 millimeters stroke, and
give their power at a normal speed of 250 revolutions per
minute, although they are capable of substantial overload for
short periods. The pistons are made in two parts like the
Tosi engines recently described and reviewed in these col-
umns. The description of the engines goes into some detail.
Illustrated. 1,800 words.—The Engineer, July 20.

The Japanese Battleship Kawachi—The battleships Kawacht
(now in commission) and Settsw (completing for sea) are the
first all-big-gun ships of the single-caliber type for the Japan-
ese navy. These ships have been built at Kure and Yokosuka,
respectively, and have been building for somewhat over three
years. The Kawachi is fitted with Curtis turbines on three
shafts and the Settsw with Parsons turbines on four shafts,
both ships having a designed horsepower of 25,500 and 20.5
knots speed. Mijabara boilers are used for both. Normal
coal supply is 900 tons, with 2,500 tons for a maximum. The
armament consists of twelve 12-inch, ten 6-inch and twelve
4.7-inch guns and five torpedo tubes. The main battery 1s
placed in six turrets, arranged after the German Helgoland
design. The armor consists of a waterliné belt 12 inches
thick amidships, tapering to 5 inches at the ends. Above this
is a g-inch belt, and above this a 6-inch belt reaching to the
upper deck. Turrets are 9 inches thick. A 2%4-inch protective
deck supplements the side armor. The displacement is 20,750
tons, Illustrated with photographs and sketch plan. 3,000
words.—Engineering, July 206.

New Graving Dock, Belfast—Mechanical Plant and General
Appliances —By W. Redfern Kelley, engineer-in-chief to the
Belfast Harbor Commissioners. The new graving dock at
Belfast is the only one of its kind which will receive the
Olympic. It is unusual not only for its great capacity but for
its modern and complete equipment. The over-all dimensions
are: Length, gor feet; breadth, coping to coping, 128 feet;
depth of water on keel blocks at mean high water, 32 feet 9
inches. The paper is not intended to deal with the general
construction of the graving dock proper, but rather with those
items of mechanical plant, such as the pumping installation,
hydraulic system, boilers, capstans, caisson, culvert sluices,
etc. The full capacity of the graving dock is about 21,000,000
gallons of water, and the duty of the pumping plant is to
discharge this in 100 minutes. This is done by three centrifu-
gal pumps, each having two suction pipes 42 inches diameter,
driven by three cross-compound engines 22-38 by 20-inch
stroke, running at 125 revolutions per minute and developing
approximately 750 indicated horsepower on 160 pounds of
steam. The boiler plant is composed of four Babcock &
Wilcox watertube marine type boilers, each having 3,590
square feet of heating surface and 105 square feet of grate
surface. Each boiler is fitted with superheater, delivering
steam of 100 degrees superheat to the engines. The descrip-
tion continues to good length, and includes the other important

NOVEMBER, IQI2

items of the mechanical plant. Well illustrated. 8,000 words.
—Transactions of the Institution of Mechanical Engineers,
July.

Notes Upon a Marine Engine —By Mr. W. Veysey Lang. An
unusual contribution upon a very ordinary subject. Mr. Lang
writes for designers from the viewpoint of operators, sug-
gesting and urging the adoption of what he considers best
practice. This paper deals with the subject of main engines
alone, boilers and auxiliaries being left for separate treatment.
Some of the subjects discussed are size of engines, size of
cylinders, clearances, cylinder liners, piston rings, shafting,
thrusts, stern tubes, platforms, ladders, handrails, splash
plates, air pumps, valves, rods and packing. Among other
things he favors reduction of clearances, now commonly made
unnecessarily large, the use of liners in all high and middle-
pressure cylinders, the increase of boiler power rather than of
engine size for a given job, a volute piston ring spring with
the ring of softer metal than the liner, solid thrust carriage
with heavy horseshoes bolted down on both sides, capable of
slight adjustments at the ends, a thermometer in the thrust,
interchangeability of parts and standardization of sizes
wherever possible, and particularly with regard to rods and
stems and their packing. There is included a list of proper
spare gear which should be furnished, much of which, being
now left to owners’ discretion, is withheld. Some surprise and
considerable discussion were aroused over the preference for
the D-slide valve in all cylinders of a triple engine. In speak-
ing of condensers, attention was called to the necessity of
ample steam spaces between the rows of tubes, and an example
was cited where the vacuum was increased from 23 inches to
25 and 26 inches by taking out tubes, fitting of steam baffles,
and better arrangement of flow of circulating water. 18,500
words.—Transactions Institute of Marine Engineers, July.

Dahl Oil-Burning System—The advantages of mechanical
atomizing in oil burners for marine service are great enough
to insure their early development. The Dahl system of me-
chanical atomizers, patents of which are controlled by the
Union Iron Works, of San Francisco, has been installed on
a large number of ships and has proven very satisfactory,
even with the difficulties encountered in burning the heavier
oils. The main advantage of mechanical atomizer over the
steam jet is the saving in fresh water required; over the air jet,
the saving of an air compressor which must be positive in ac-
tion, and the necessary piping. The Dahl burners are simple,
have few parts, and clogging of the tips is guarded against by
three separate strainers at different points in the system. These
burners have been run thirty-six hours under the most adverse
conditions without becoming clogged or requiring cleaning.
Very few changes are necessary in boilers having Howden
draft. The essentials of the system are a pump, heater and
burner, although a reserve pump and heater are always fitted.
There are no moving parts to the system except the pump,
and its operation is without noise. The temperature recom-
mended for fuel is from 180 to 200 degrees, and the pressure
should be about 60 pounds per square inch. Complete instruc-
tions for operating are included, together with a table of ships
fitted with Dahl burners. Fully illustrated. 1,900 words.—
Marine Review, August.

British Steamship Centenary—The Comet and Her Creators.
—That the shipbuilding industry is only a century old would
scarcely seem possible viewed in the light of the present
achievements. That such is the case, however, is shown by
the celebration recently held on the River Clyde, where relics
of the first steamboats were shown and a grand processional
display of shipping was held, which was taken part in by
warships of several types as well as representatives of the
merchant fleets. The article herein reviewed does not refer to
the centenary celebration but to the early history of the

INTERNATIONAL MARINE ENGINEERING

473

industry itself, endeavoring, as is stated, to avoid traversing
the oft-trodden ground of a sequent and detailed story of
Bell and the Comet, and to emphasize less known and perhaps
debatable points of the subject. Following out this purpose
some very interesting facts regarding the building of the
Comet and other vessels immediately following this pioneer
are given. Not only is the mere sequence of events shown but
the attitude of the builders, who believed, even then, that at
some time the steamboat would be known on all waters. The
article is well illustrated with photographs of the Comet, her
engines and the builders, and a drawing of the lines of the
vessel. 4,800 words.—The Marine Engineer and Naval Archi-
tect, August.

Wire Ropes for Lifting Appliances and Some Conditions
that Affect Their Durability.—By Daniel Adamson. The ques-
tion of durability of parts of mechanical structures is a subject
apparently not given the attention by the authorities that their
strength receives, for while one generally has the choice of
several formule for the latter consideration, little of definite
knowledge is available for the former subject. In the subject
of wire ropes especially does this author find sucha lack. This
contribution to the Institution of Mechanical Engineers is the
report of a study of the subject made to put into definite shape
all available information on the subject. A number of sources
are quoted, but the most satisfactory seems to be a set of
experiments made to determine the best form of cable to be
used in the building of the Forth Bridge by Mr. A. S. Biggart
in 1890. From the data of these tests and conclusions from
others, some quite practicable results are obtained. Elements
of the subject considered are size of pulley, number of bends
and reverses, size of wires in cable, and whether cable is oiled.
Tables are drawn up and curves drawn showing relative life
of rope with each of these elements varying. That oiling the
cable increases its life very much, that reverses are detrimental
to endurance, and even that several bends are not conducive to
lasting qualities are some of the conclusions reached. Illus-
trated with sketches of various arrangements of ropes in lift-
ing appliances. 3,800 words.—Transactions of the Institution
of Mechanical Engineers, July.

Ten-Horsepower “Monobloc’ Marine Oil Engine—A de-
tailed description of a small marine oil engine made by
Messrs. Boulton & Paul, Norwich, with all four cylinders
cast in one piece. In size 3 inches diameter and having
5-inch stroke, they have the exhaust pipe and water-jacket
around it also cast en bloc. To insure getting the cores cleanly
away, a long inspection door is provided in the water-jacket of
the exhaust pipe. Water-jackets around the cylinders are
large, to insure ample cooling. The description is carried to
some detail. Illustrated by drawings and photograph. 480
words.—Engineering, August 16.

Shipbuilding in Russia—In order to promote the national
shipbuilding industry the Russian Government has prepared a
scheme for developing the merchant marine of Russia simul-
taneously with the establishment of a new navy in that country.
It is proposed to grant a bounty of from 65 to 105 roubles per
ton on all ocean-going ships built in Russian yards, while a
further payment of one rouble and a half per pood is to be
made on parts of machinery constructed for Russian-built
vessels. It is also intended to encourage the investment of
native capital in national shipbuilding undertakings by extend-
ing the legal proportion of the loan capital to the ordinary
share capital in the sense that the loan capital without any
regard to the share capital may be increased to an unlimited
extent. It is already possible for the shipbuilders to obtain
loans from the State at a low rate of interest of 3.6 percent for
a period of twenty years, and to the extent of 40 percent of
the cost of constructing the hulls of vessels and 30 percent of
the cost of the machinery, and this practice is to be continued
in future. The scheme also provides for the admission free

474

of duty of foreign-built ships which may be acquired by Rus-
sian shipping companies. 840 words.—The Engineer, Septem-
ber 27.

Suction Between Vessels—By Prof, A. H. Gibson and J.
Hannay Thompson. The experiments described in this paper
were carried out in the Firth of Tay to obtain the magnitude
and range of action of the forces involved in case of suction
or inter-action between passing vessels. “Two screw-propelled
vessels were used. One, the steam yacht Princess Louise, was
88.5 feet in length, 13 feet beam, 5.66 feet mean draft, displac-
ing approximately 96 tons. The second was a motor-driven
launch, 29.33 feet long and 6.75 feet beam. Each was driven by
a single screw. ‘The experiments were divided into two dis-
tinct sets. In the first the vessels were maneuvered until on
sensibly parallel courses heading for the same distant object,
their lateral distances apart and speeds being varied in dif-
ferent experiments. The relative positions of the two boats
were fixed by observations taken every fifteen seconds during
each run. Also, at the same intervals readings were taken
from a series of pressure boxes fixed to the hull of the smaller
boat from which the turning moments and lateral forces acting
on the hull of the boat were computed. The second series of
experiments was carried out to measure the helm angle re-
quired to maintain the course of the smaller when in the
vicinity of the larger vessel. The general conclusions from
the experiments were as follows: The greater the difference
between the speeds of the vessels the smaller is the risk of
collision, since such a difference reduces the time during which
the mutual forces are operative, such an effect being much
more marked when the smaller vessel is the faster, but if the
larger vessel is the faster, and particularly if her speed is
accelerated while passing the smaller, the attractive forces are
increased to an extent which partially, and in some cases
entirely, counterbalances the effect of a reduction in the time
during which the vessels are in dangerous proximity. It fol-
lows that any attempt of the larger vessel to draw ahead of
the smaller by increasing her speed greatly increases the risk
of collision. On the whole, the results of the trials show that
under unfavorable circumstances inter-action is a very real
danger to navigation even in deep and open waters. With
vessels of the relative sizes adopted for the experiments, if the
possibility of inter-action is realized from the very first, and if
all initial swerve is prevented by an early application of the
helm, there would appear to be little danger even at lateral
distances so small as one-half the length of the smaller vessel,
but if this possibility is not realized and such a swerve has
once been initiated, a much greater helm angle is necessary
to control the vessel, and, failing immediate control, collision
occurs within a comparatively few seconds even from astonish-
ingly great distances. The importance of this fact is more
readily grasped when it is realized that with a vessel of, say,
300 feet in length passing a vessel of, say, 900 feet in length,
the forces of inter-action have to be reckoned with even when
the vessels are 1,000 feet apart laterally, which would be ordi-
narily considered to be giving the larger vessel a very wide
and safe berth—Transactions of the British
September, 1912.

Association,

Recent Progress in Diesel Engines—A table is given in
which are included thirty-two motor vessels now under con-
struction or under contract, all of which are of large size, the
power in none being less than 400 horsepower, and, except in
four, it is over 1,000 horsepower. Twenty-six of these vessels
have twin screws, although all of those equipped with Carels
engines are single-screw boats. Eighteen of the vessels have
four-cycle engines and fourteen are fitted with two-cycle
engines. Of the double-acting engines apparently only two are
on order except for naval purposes. The only marked devia-
tion from ordinary design is found in the Junkers engine,

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

which will soon be given a fair trial. 2,700 words.—The Motor
Slip and Motor Boat, September 26.

The Launch of H,. M. S. Audacious—The super-dread-
nought Audacious, a ship of 23,000 tons, 596 feet long over all,
555 feet long between perpendiculars with a beam of 89 feet
and a draft of 27 feet 6 inches, was recently launched from
the Birkenhead yard of Messrs. Cammell, Laird & Company,
Ltd. The ship will be fitted with Parsons turbines to develop
31,000 shaft-horsepower for a speed of 21 knots. She is to be
fitted with Yarrow boilers. Her main armament consists of
five pairs of 13.5-inch guns, and she will have twenty smaller
weapons and three torpedo tubes. Her broadside armor will
consist of a belt 12 inches thick amidships, reduced by steps to
4 inches at the bow and stern. The heavy guns will be pro-
tected by rIr-inch armor. 550 words.—Engineering, Septem-
ber 20.

The Price of Diesel Engines——On acocunt of the fact that
practically every marine Diesel engine built is something quite

new, and that the engine has been produced only at the ex-

pense of a vast amount of experimental work, it is to be
expected that the cost of the engine at present should be higher
than might even be expected from the amount of high-class
workmanship required in the production of such a complicated
engine. The rapid progress of the two-cycle type cf engine
is noticeable, and it is expected that this type will be ma-
terially cheaper than the four-cycle engine. In the case of
engines for naval vessels, the high cost is not an insurmount-
able barrier. On the whole it seems to be a-conservative view
to anticipate that within four or five years the difference in the
cost of steamships and motor vessels will be practically negli-
gible, the hull costing a little less in the case of a motor ship
and the machinery slightly more. 1,200 words.—The Motor
Ship and Motor Boat, September 10.

Marine Propulsion by Electric Transmission.—By Henry A.
Mavor. This paper describes all the notable installations of
electrical drive for ship propulsion, including those supplied
by the General Electric Company for the United States naval
collier Jupiter and the Chicago fireboat Graeme Stewart, which
have already been fully described in the technical press. The
last installation is that on an oil-engined tank barge, which is
now being built in England for Canadian service. The present
arrangement of this ship gives an increase of about 250 tons
in the carrying capacity as compared with a steam equipment.
The vessel is 256 feet long over all, 250 feet long between per-
pendiculars, 42 feet 6 inches breadth extreme, 19 feet depth,
molded, designed for a speed of 9 knots. On a 14-foot mean
draft in fresh water it is estimated that the vessel will carry
about 2,400 tons deadweight of cargo, fuel, fresh water and
stores. Two steam boilers are provided for working the deck
equipment, steering gear and electric light and for the supply
of heat for the living quarters: The main machinery equip-
ment comprises two units, each consisting of an oil engine,
dynamo and a winding on the propeller motor. The engines
are of the high-speed type, which has been developed by
Messrs. Mirrless, Birkerton & Day, with cylinders 12 inches
diameter, 13% inches stroke; revolutions per minute, 400. The
electric equipment consists of two three-phase generators,
giving about 235 kilowatt-amperes at 500 volts alternating. The
generators have six and eight poles, respectively, giving fre-
quences of 20 and 26.6 per second. Connected to the shaft
of each generator is an exciter, which in normal working gives
about 30 amperes at 100 volts, but is capable of a considerable
overload. A single three-phase motor developing 500 shaft-
horsepower is coupled direct to the propeller shaft. The
machinery is controlled by a simple gear, which can be operated
from either the bridge or the engine room as desired. IIlus-
trated. 4,000 words.—Transactions of the British Association,
September, 1912.

NOVEMBER, IQI2

Published Monthly at

17 Battery Place New York
By ALDRICH PUBLISHING COMPANY, INC.

H. L. ALDRICH, President and Treasurer
Assoc. Member of Council, Soc. N. A. and M. E.
and at

Christopher St., Finsbury Square, London, E. C.

EK. J. P. BENN, Director and Publisher
Assoc. I. N. A.

H. H. BROWN, Editor
Member Soc. N. A. and M. E.; Assoc. I. N. A.

AMERICAN REPRESENTATIVES
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circulation Manager, H. N. Dinsmore, 387 West Tremlett St., Boston
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Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
{NTERNATIONAL MaRINE ENGINEERING is registered in the United States
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Notice to Advertisers.

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In devoting our present issue to the subject of shal-
low draft boats we are adhering to a custom in-
augurated two years ago, which, on account of the
interest aroused in modern transportation on inland
waterways, seems worthy of further consideration.
To the old-time river boatman who has witnessed the
decline of steamboating on the great Western rivers
of the United States from its flourishing condition in
pioneer days to its present lethargy, and to the rail-
way enthusiast who has been so eminently successful
in diverting traffic from the rivers, it no doubt seems
visionary to look for success in the rehabilitation of
inland waterway commerce. An interesting article on
another page of this issue, reprinted from one of the
leading railway journals, sets forth conclusively the
principal reasons for this decline, and those who are
conversant with the history of steamboating on the
Mississippi will recognize the truth of these statements.
A more scientific study of certain phases of the sub-
ject can be found in a series of articles on the “Lakes-
to-the-Gulf Deep Waterway,’ published in recent
issues of the Journal of Political Economy; but, not-
withstanding the discouraging outlook for river trans-
portation thus brought forth, it must be admitted that
to-day the Western rivers offer the same facilities for

INTERNATIONAL MARINE ENGINEERING 475

navigation that were available in former times, and, in

some respects, vastly improved facilities. On the
other hand, the type of equipment has not kept pace
with the rapid development of improvements in ship-
building and marine engineering that are manifest in
ocean traffic, nor has the problem of developing ade-
quate terminals for river conditions been thoroughly
solved. It is in these directions that opportunities
should be sought for restoring inland waterway

commerce to a position of economic usefulness.

According to the returns compiled by Lloyd’s Reg-
ister of Shipping, which, excluding warships, take into
account only those vessels actually under construction,
there were building in the United Kingdom at the close
of the quarter ended September 30, 1912, five hundred
and five vessels, of 1,846,829 tons gross. This is about
73,000 tons more than was in hand at the end of the
last quarter, and exceeds by 400,000 the tonnage build-
ing in September a year ago. These figures are the
highest ever recorded in Lloyd’s returns, and give a
good indication of the remarkable expansion of the
shipbuilding industry in the United Kingdom during
recent years. Until 1911 the amount of shipbuilding
under construction at any one time had barely exceeded
1,400,000 gross tons, although this figure had been
reached in three previous years—first in 18098, again in
1901, and finally in 1906. On each of these occasions,
however, the volume of tonnage rapidly diminished
after this figure had been reached. On the other hand,
in 1911 the volume of tonnage under construction,
after reaching this figure, continued to increase at an
almost uniform rate until the present remarkable fig-
ures were attained, establishing a period of prosperity
in the British shipbuilding industry never before real-
ized; and with the prospect of continued activity in
this direction, unless serious labor troubles or other
disturbances arise, the English shipbuilders can look
forward with confidence to the coming year.

In the United States the condition of the shipbuild-
ing industry is also encouraging, as we have noted in
previous issues. For the quarter ended September 30,
1912, the Bureau of Navigation reported 485 sailing,
steam and unrigged vessels of 80,281 gross tons built
and officially numbered, while during the correspond-
ing quarter last year only 462 vessels, aggregating 76,-
048 gross tons, were built. Besides the increase in
tonnage there is another marked change in these re-
ports. Last year 50 percent of the shipbuilding was
on the Great Lakes, while less than 40 percent was on
the Atlantic coast. This year, however, 60 percent of
the shipbuilding was on the Atlantic coast, while less
than 22 percent was on the Great Lakes. Thus, with
the coast yards engaged to normal capacity and with
reasonable assurance that the Lake yards will shortly
recover from a temporary depression, there is every
reason to anticipate a successful year in the American
shipyards.

476

INTERNATIONAL MARINE ENGINEERING

NovEMBER, I91I2

Improved Engineering Specialties for the Marine Field

Welin Boat Davits for the Imperator
In a paper read before the British Association at Dundee
in September, Axel Welin, the inventor of the quadrant davit,
described the recent improvements in lifeboats and their
manipulation on board ship. His conclusions as to the best

Along the extreme edge of the deck is placed an ordinary
lifeboat (with or without a motor), directly attached to the
lowering tackle of a double quadrant davit, and immediately
inboard, stowed one above the other, are two “decked” life-
boats of the type (see page 252, June issue) invented by

RS ia Shea ICR:
1} “of Cantre|Line of Davit

This Sheave must set be fitted less thon
4! Prom Centre Line of Davit

To Adjuster — >

!
!

Position of Shea when }
vit swung oul

CONTROL OF LOWER-DECK DAVIT

type of life-saving gear are that a properly constructed life-
boat, placed under efficient launching gear, is the best and
safest appliance obtainable, and that a high degree of re-
liability is in these matters of far greater importance than a
possible saving of a few seconds. Attention is called to a
method of grouping lifeboats which offers several advantages.

Capt. A. P. Lundin, president of the Welin Marine Equip-

ment Company, Long Island City, N. Y. In this arrangement

three boats are handled by a single pair of davits, the only

difficulty, the fouling of the tackle, being overcome by the use
of a non-toppling block, which prevents this.
departure brought forth in this paper, however, is a new type

The radical

NovEMBER, I9I2

of the Welin davit adapted for the handling of lifeboats placed
between the lower and upper promenade decks, thus enabling
the carrying on large ships of a greater number of lifeboats,
and in such a manner that the boats are launched from a less
height than would be necessary if all the boats were stowed
on the boat deck. As an example of this arrangement the
installation of Welin davits on the new Hamburg-American
steamship Imperator is described. A model of the arrange-
ment of lifeboats on the Imperator was also exhibited by Mr.
Welin recently on the floor of the Maritime Exchange, New
York. On the Jmperator the boat deck lies some 70 feet
above the waterline. Placing the boats on the lower decks
permits launching of the boats in from 4o to 50 seconds, and
gives the boats a far better chance of reaching the water
safely than if launched from the lofty boat deck. A special
adjusting gear permits lowering the boats at any desired angle,
as may be required by the trim of the vessel itself. The
hoisting is done by means of electrically-driven fore-and-aft
transmission shafts, provided with friction drives, each boat
being handled quite independently of the others. The largest
lifeboats are capable of accommodating seventy-six people,
and weigh, fully loaded, approximately 8 tons each. The prin-
cipal mechanical feature of the arrangement is that one, at
least, of the two davits is supported above the boat instead of
socketing it at a point below, as is usual. The general ar-
rangement can be seen from the illustrations. The two davits
are connected by a coupling rod attached to short cranks on
the davits proper, so that the arms stand at every point parallel
to one another. The boat travels parallel with its own axis,
and the tackles always remain in a vertical position,

Side Paddle Wheel Engines for Shallow Draft Steamers

The illustration shows the arrangement of a light, compact
engine which is manufactured by W. Sisson & Company,

INTERNATIONAL MARINE ENGINEERING

477

Positive Patent Lifting Clamp

A lifting clamp made both for lifting and for hauling in any
capacities ranging from ™% to 50 tons; for handling plates,
beams and structural shapes for use in steel works, rolling
mills, boiler and tank shops, iron and brass foundry annealing

furnaces; for railroad and steamship companies in loading
and discharging, and, in fact, for all purposes where a positive
and reliable clamp is required, avoiding the danger of swings,
ropes, etc., besides effecting a large saving in time and labor,
has been placed on the market in England by the Weldless
Chains, Ltd., Coatbridge, Gartsherrie, and in America by

shallow draft
The particular engine illustrated is a set of com-
pound, non-condensing engines, 8% inches and 13% inches
diameter by 36 inches stroke, using steam at 150 pounds gage

Gloucester, for use on side paddle-wheel

steamers.

pressure and operating at 45 revolutions per minute. The
engines are erected on two longitudinal deep angles, channels
or I-joists of rolled section for bolting down to the hull of the
vessel, thus procuring a rigid structure.

William E. Volz, 126 Liberty street, New York. The clamp
is made in various sizes, the one illustrated being supplied for
lifting armor plates 9 inches thick and weighing 27 tons. The
clamps are made from mild steel castings and forgings with a
tempered steel serrated piece dovetailed to the side of the gap
frame. The gripping cam is also tempered on the working
face. It is claimed that the grip is instantaneous and positive,
and the heavier the load the firmer the hold.

478

A Crane for Flat River Boats
The Browning Engineering Company, Cleveland, Ohio, has
adapted some of its well-known locomotive type cranes to

special uses for loading and unloading flat river boats. The
illustration shows a typical installation of such a crane, which
is placed directly on the boat and used not only for dredging
but also for unloading material from the boat.

Sturtevant Gasolene (Petrol) Electric Generating Sets
for Marine Use

The law which has recently:gone into effect requiring that
every vessel shall be equipped with an auxiliary generating
set, situated upon the deck of the ship and supplying electric
current for the operation of wireless apparatus has created a
sudden demand for such a generating set and a demand that
must be met immediately. The appearance of the new Stur-
tevant gasolene (petrol) electric generating set manufactured
by the B. F. Structural Company, Hyde Park, Mass., is, there-
fore, very opportune, especially as it is well adapted to this
line of work.

These sets consist of Sturtevant gasolene (petrol) engines
direct connected to Sturtevant electric generators. The two
are mounted upon the same cast-iron base and are so well

balanced that it is simply necessary to secure the sets to the
deck of the ship to prevent shifting in high seas. They are
always ready for duty as an auxiliary or for continuous duty
as the prime mover. The simplicity of construction and de-
pendability of operation insure proper results whenever they
are called upon for service. This reliability of service is a
characteristic Sturtevant quality found especially in these,
and the steam engine generating sets which the B. F. Sturte-
vant Company have manufactured for the United States Navy
for so many years. The same type of generator is used in
these gasolene (petrol) sets as is used with Sturtevant steam-
driven combinations.

Besides the use as wireless outfit apparatus, these sets will
give economical and satisfactory results as lighting plants for
ships of all kinds, either as auxiliary or main lighting plants.
They are independent of accident in the engine room if placed

INTERNATIONAL MARINE ENGINEERING

NovEMBER, 1912

on the deck, and insure illumination under all circumstances.
No storage battery is necessary with these sets, as a particu-
larly sensitive governor controls the speed so closely that wide
variations of load cause no fluctuation of the voltage or flick-
ering of the light. The lubrication is forced and automatic.

The engine is of the vertical multicylinder automobile type,
operating on the four-stroke cycle principle and water cooled.
Four and six cylinder combinations are used, according to
size, the present sizes being 5, 10 and 15 kilowatts.

Life=-Saving Deck Chair
Leoline Edwards, 81 St. Margaret’s Road, Twickenham,
has placed on the market a folding steamer chair which is.
capable of supporting the weight of two persons in the water.
The frame of the chair is firmly built, and in place of the
ordinary single canvas there is a backing of double green

waterproof canvas laced at the ends. Across this canvas are
sewn divisions equally all around, and these divisions are
separately filled either with, granulated cork, kapok, koma,
reindeer hair, or other buoyant material as desired, and sewn
securely in, giving a most restful, soft, springy seat. The
whole of the backing of this chair can be pulled around like
a roller towel, thus presenting a dry seat even in wet weather..

Technical Publications
Beeson’s Marine Directory of the Northwestern Lakes. By

Harvey C. Beeson. Size, 634 by 9% inches. Pages, 270.
Numerous illustrations. Chicago, 1912: Harvey C,
Beeson. Price, $5.00.

As this is the twenty-sixth annual number of this directory
it needs no introduction to marine people. Its contents this
year are even more varied than heretofore. The numerous.
tables of American.and Canadian steam vessels on the Lakes,
gas-engined vessels, records of engines and boilers, officers of
Lake marine associations, etc., have all been brought up to.
date, and the’tables are supplemented by a number of inter-
esting articles on important marine happenings during the past
year.

Centrifugal Pumping Machinery. By Carl George de Laval.
Size, 6 by 9% inches. Pages, 184. Illustrations, 159. New
York, 1912: The McGraw-Hill Book Company. Price,,
$3.00 net.

The general subject of centrifugal pumping machinery has.
been treated briefly in many standard textbooks on hydraulic
machinery, but few of these treatises give sufficient informa-
tion to aid a designer. This book has, therefore, been pre-
pared with the idea of supplying accurate and definite informa-
tion which can be used in actual design. The author has had
an extensive experience in this line of work, and the data which
he gives are based upon the results obtained with such in-
stallations as have been turned out by the company with which
he is connected. The book is, therefore, a record of facts and
it can be considered as authoritative. The book is by no
means elementary, although the underlying principles are given,,
so that no mistake could be made in their application.

NovEMBER, 1912

INTERNATIONAL

The Principles of Heating. By William G. Snow. Size, 534
by 9 inches. Pages, 224. Illustrations, 60. New York,
1912; David Williams Company. Price, $2.00.

This is a practical and comprehensive treatise on applied
theory in heating. The contents of the book are largely made
up of a collection of articles by the author which have been
published in The Metal Worker, Plumber and Steam Fitter.
These contributions have been supplemented by reprints of
articles relating to heating prepared by other writers. The
opening chapters deal with the heating power of fuels, boilers
and combination heaters; gas, oil and electricity versus coal;
heat driven off by direct radiators and coils; the loss of heat
by transmission; heating equivalents, etc., following which are
chapters on capacities of piping for hot-water heating, the flow
of steam in pipes, and then the different systems of heating
are taken up, including steam, hot water, central heating plants
and mill heating. There are a great number of charts and
tables in the book, but these are interspersed in the text as
they apply to the subject under immediate discussion.

The Rule of the Road at Sea and Precautionary Aids to
Mariners. By Daniel H. Hayne. Second edition. Size,
5% by 8 inches. Pages, 165. Baltimore, Md., 1912: The
Co-operative Publishing Company. Price, $3.25

This manual was issued in 1897 for private distribution, but
on account of the interest evoked by its publication, the book
has been revised, enlarged and issued in its present form. The
author is a member of the Baltimore Bar, and for this reason
is familiar with the Admiralty law and important cases which
have been settled by Admiralty courts, thus enabling him to
bring before the reader in condensed form a great mass of
useful information as to the conduct of navigation at sea.
The purpose of the manual is to emphasize the necessity of
closer co-operation between navigators by direct address to
the personal side of the problem, and thus secure a more
prompt and uniform compliance with the rules and regulations
designed to prevent marine collisions. Heretofore it has been
quite difficult for a navigator to keep abreast of prevailing
decisions of the courts, as some of the rules are silent on
important points which must be fully understood to effectually
apply them. So, too, it has been observed that there is no
systematic method of bringing to the attention of each indi-
vidual on shipboard the precautionary measures required in
his particular line of duty. The use of this manual, therefore,
gives the responsible person an opportunity to familiarize him-
self with his duties in the matter of navigation and bring him
to recognize his responsibilities. It is of particular value to
motor or power boat owners and operators and yachtsmen,
who largely through ignorance are daily taking unnecessary
risks in navigating their vessels. Part I. of the manual refers
briefly to practical precautions relating to the rules of the road
and to certain well-considered court-made rules defining good
seamanship, which are applied as rigidly as the navigation
rules. Part II. presents some of the more practical elements
in ship conduct and discipline and precautions in handling the
vessel and its equipment, to which prudent navigators have
attached much importance and to which they owe their im-
munity from accident.

The Romance of Submarine Engineering. By Thomas W.
Corbin. Pages, 316. 38 Great Russell street, London,
W. C. Seeley Service & Company, Ltd.

A fascinating subject is covered by Mr. Thomas Corbin in
his “Romance of Submarine Engineering.” -This work is the
latest addition to the admirable series of the library of romance
published by Seeley Service & Company, Ltd. Some fifty-four
diagrams and photographs are included, which add consider-
ably to the interest of the volume. We remember two pre-
vious volumes by Mr. Corbin upon engineering and mechanical
invention, written in non-technical language, and the present
volume is not at all behind these two extremely well-written
books. He has aimed at giving in popular language descrip-

MARINE ENGINEERING

479

tions of how submarine boats are constructed, the recovery of
sunken treasure, the building of breakwaters and docks, and
many other feats of engineering beneath the surface of the
water.
men, their tools and the work associated with engineering
under water. The subject is one that lends itself to being dealt
with in a fascinating manner, and Mr. Corbin has written a
volume each chapter of which is full of information. The
language employed is simple and the style excellent, and the
subject is treated with enthusiasm.

Heroes of Science. By Charles R. Gibson. Pages, 344. 38

Great Russell street, London, W. C. Seeley Service &
Company, Ltd. Price, 5/-.

The volume gives in clear language an account of the

An interesting addition has been made to the “Heroes of the
World” series of books published by Seeley Service & Com-
pany, Ltd.—a series which has secured a well-merited reputa-
tion. The new volume, which is excellently illustrated, is
devoted to heroes of science, and the author, Mr. C. R. Gibson,
FB. R.S.E., has given a description of the lives of some of the
most outstanding men of science in an easy and readable form,
Mr. Gibson has already achieved considerable success in his
several other works on scientific subjects written from a popu-
lar standpoint, and the new volume enhances that reputation,
as it shows all the merits of its predecessors. Some fifty-three
men of science are mentioned in the work, and they are in-
troduced in chronological order, covering a period from 1214
to 1912, or Roger Bacon to Lord Lister. The author states
that he has gone to considerable trouble to authenticate all the
information he gives as far as possible, and has not sacrificed
accuracy for the sake of sensation or effect. No subject is
more fascinating than science, and no literature more readable
than biography. We heartily welcome, therefore, this work,
which is an admirable combination of the two,

Kings’ Cutters and Smugglers—1700-1858. By E. Keble
Chatterton. 8% by 5% inches. 425 pages. London, 1912:
George Allen & Company, Ltd., 44-45 Rathbone Place.
Price, 7s. 6d. net.

The halo of romance which surrounds stories of smugglers
and kings’ revenue cutters never fades even in our later and
more prosaic days. We therefore welcome the excellent vol-
ume which Mr. E. Keble Chatterton has written dealing with
the romantic history of kings’ cutters and smugglers during
the century and a half extending from 1700-1858. As we have
pointed out before, Mr. Chatterton, who is a prolific writer,
knows his subject thoroughly, has a capital style, and is a keen
yachtsman. The present volume, he tells us, represents an
effort to look at the exploits of old-time smugglers as they
actually were, and not as a novelist likes to think they might
have occurred. The book is none the less interesting for being
written from this standpoint. The value of the book is in-
creased by reason of the appendices, in which Mr. Chatterton
has included some interesting historical data, the collection of
which has, we learn, involved a great deal of labor. Full par-
ticulars are included regarding the dimensions and details of a
revenue cutter’s construction, her tonnage, guns, etc., the
number of her crew, and the names and dates of the fleets of
cutters employed. The illustrations, which number thirty-
three, are all excellent and include some taken from old prints.

Personal

WititaAm T. DonNNELLY, consulting engineer, New York City,
has been appointed engineer of the State Commission on
Steamship Terminals at New London, Conn.

WILLIAM GARDNER, naval architect, has formed a co-partner-
ship with Mr. Frederick M. Hoyt and Mr. Phillip Leventhal,
under the firm name of William Gardner & Company, naval
architects, engineers and yacht brokers, with offices at No. 1
Broadway, New York.

ASO: INTERNATIONAL MARINE ENGINEERING

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,
ID, C

1,027,720. MARINE RAILWAY. ROBERT O. GALLINGER, OF
SEATTLE, WASHINGTON.

Claim 2.—The combination with railway tracks at opposite sides of a
body of water, and a railway track submerged in said body of water, of
a wheeled carriage mounted for travel upon the last-named track, a
railway track upon said carriage, power means for effecting the travel
of the same between the terminals of the first-named tracks, means for
automatically securing the carriage at the ends of its travel, and means
operated from a car for disengaging the carriage securing means. Four
claims.

1,027,698. MARINE STEAM TURBINE. CHARLES G. CURTIS,
OF NEW YORK, N. Y.

Claim 2.—In a marine steam turbine, the combination with two pro-
peller shafts, of high and low pressure turbine elements on one shaft,

(

an intermediate pressure turbine element on the other shaft, the latter
having reversed drum stages. Twelve claims.

1,025,930. VESSEL-RAISING DEVICE. BYRON J. SPENCER,
OF FORT STEVENS, OREGON.

Claim.—A sling for raising ships and the like comprising cables
adapted to be disposed against the frames of a ship, U-shaped anchor-
ing members having their ends extended through said frames and im-
pinging said cables thereagainst, rings secured to the free ends _ of
said cables, and horizontally arranged cables secured to said rings. One
claim.

1,029,546. CONSTRUCTION OF FLOATING VESSELS. JOSEPH
WILLIAM ISHERWOOD, OF MIDDLESBROUGH, ENGLAND.

Claim 1.—A vessel in its main body portion provided with consecu-

aS See

tive transverse frames ‘individually a plurality of times stronger and
spaced.a plurality of times farther apart than has heretofore been cus-
tomary in the same class of vessel, said frames extending to the shell
or deck plating of the vessel, said vessel being also provided in said
portion thereof with longitudinal frames which, as compared with the
transverse frames, are individually weak and very closely spaced, and
which also extend to the shell or deck plating of the vessel. Twelve
claims.

1,038,810. DIVING-GEAR FOR TORPEDOES. FRANK M. LEA-
VITT, OF SMITHTOWN, NEW YORK, ASSIGNOR TO_E. W.
BLISS COMPANY, OF BROOKLYN, NEW YORK, A CORPORA-
TION OF WEST VIRGINIA.

Claim 1.—In an automobile torpedo the combination with a depth steer-
ing mechanism comprising a pendulum, a hydrostat, and a steering engine
controlled by either of them, of means for preventing the transmission
to said engine of the rearward or lagging movement of the pendulum
during the acceleration of the torpedo at launching, such means adapted
to leave the steering engine under control of the hydrostat. Eight claims.

j ¥4
Ui

NovEMBER, 1912

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

14,511. BOAT-LOWERING APPARATUS. A. WELIN, LONDON.
This apparatus is constructed so that the life-boat may be carried on
any of the lower decks. The arrangement allows the boat to cross the
axis of one davit and to swing inboard to such a position that none of

it projects ‘beyond the side. This end is attained by supporting one
davit from above. The boat is thus always parallel to the ship’s side
and the falls hang vertically.

16,305. SIGNALING APPARATUS FOR INDICATING THE
APPEARANCE AND DISAPPEARANCE OF WATER IN SHIPS.
N. PODGOURSKyY, ST. PETERSBURG.

By this invention a float is mounted on the spindle of a commutator in
a hermetically closed casing, or to a like casing which rotates and con-
tains a pendulum contact for closing or opening an eletric circuit when
the casing rotates, the commutator being switched into the general circuit
or into the circuit of a separate battery, so that when the float rises
owing to the inflow of water and the spindle is turned the circuit is
automatically closed, and operates a signal.

22,684. APPARATUS FOR STEERING TORPEDOES. Ibe
OCENASEK, Prague.

By this invention the movements of the torpedo after leaving the
dispatch station are controlled by means of a beam of light projected
from the station. The torpedo proper is carried by a vessel having
steering and disengaging gear. The control is effected by means of cor-
responding turning forks at the station and on the vessel. The vibra-
tions of a station fork are used, through an electro-magnet, to vary the
current flow in the light circuit so that the intensity of the beam is
varied intermittently. The beam is received by a selenium cell on the
vessel placed in an electric circuit thereof, and whose varying intensity
causes the corresponding fork to vibrate and mechanically close the
circuit of a motor for operating, say, the disengaging screw which re-
lieves the torpedo.

28,201. UNDER INTERNATIONAL CONVENTION. DETACH-
ABLE PROPELLING INSTALLATIONS FOR SHIPS AND BOATS.
SOCIETE G. DUCASSOU AND COMPAGNIE, PARIS.

This installation is pivoted néar the stern of a boat, and has a dipper
arm carrying the screw and its block, the latter being integral with a

rudder blade. This construction allows of steering when the screw is
not working. The block can be turned by the steering gear through the
entire circle, whilst the whole installation may be oscillated about the
deck pivots to bring the screw up for inspection, for avoiding weeds, etc.

28,197. APPARATUS FOR SEIZING SUBMERGED BODIES,
ETE. A. LAUMET, PARIS.

Hooks or arms are pivoted to a platform and are kept open by a
second platform suspended from the lowering rope and engaging pins on
the hooks. The device is lowered until a feeler rests upon the object to
be raised, and so allows the platform to descend and release the arms,
which then turn downwars and clasp the object, which may then be
raised by means of the rope. The arms may be prevented from opening
by a ring lowered around them by means of a wire sling and auxiliary
rope. Modifications are descrbed.

International Marine Engineering
DECEMBER, 1912

The First Italian Dreadnou b

The Dante Alighieri was built in the Royal Navy Yard at
Castellamare di Stabia. She is one of six big-gun battleships
recently authorized by the Italian Parliament. Her machin-
ery was furnished by Messrs. Gio. Ansaldo & Company, from
the Sampierdarena and Cornegliano Works. The vessel was
designed for a speed of 22.50 knots on a displacement of
18,200 tons, with the main turbines developing 26,000 shaft
horsepower, a performance which was easily attained, as
shown by the trial data given later.

; is ia.
ees / San ane
t Darite\ Alighieri

ul armament provided, the

armored pragection is 1 e, particularly against tor-
pedo attack. SYheymain
steel ro inches ff&thickness, extending considerably below the
water line. There Y¥s.gn armored deck at the water line level,
and in addition to this there is an armored deck closing in
the ship from stem to stern at the level of the top of the
side armor.
bulkheads protecting the vital parts of the ship; the maga-

sroadside/armor is of special quality

There is also a special arrangement of armored

FIG. 1.—ITALY’S FIRST DREADNOUGHT, THE DANTE ALIGHIERI

PRINCIPAL DATA

Like all recent battleships, the Dante Alighieri is of familiar
all-big-gun type, with principal dimensions as given in Table I.

TABLE 1.—PRINCIPAL HULL DATA

Length between, perpendiculars, feet and inches........... 519 211/16

Wengthioverallsteetiandinches eee neice nionicis 551 27/16

Breadth, extreme at L. W. L. outside of armor, feet and inches 87 12/16

IDrattitosle awl eetiandsinchessseeeerrnerireninriiice ce. 27 15/16

Corresponding displacement, tons......... Dig cio d0 lo cic eee 18,400

Ratiovoiplengthitolbea meaner ines 5.95
BATTERY

The main battery consists of twelve 12-inch rifles arranged
in four armored turrets on the center line of the vessel. A
secondary battery is also provided with twenty 434-inch rapid
fire guns, eight of which are located in four armored turrets,
the other twelve being situated at the sides of the vessel on
the battery deck. Further there are thirteen 3-inch rapid fire
guns with other smaller guns, together with thrée submarine
torpedo tubes, one located aft just at the water line and two
forward at the sides of the vessel.

zines, for instance, being completely surrounded with special
steel armor.
STEERING GEAR

The steering gear consists of a right and left-handed screw,
connected through nuts and links to the crosshead on the
rudder stock. This gear is connected through two lines of
shafting and gears respectively to the steering engine and to
an electrical motor located in separate compartments. The
steering engine is of the vertical double type, with cylinders
16 inches diameter by 12 inches stroke, built by Gio. Ansaldo
& Company. This company also furnished the electrical appa-
ratus and all other parts of the steering gear. Four large
wheels for hand steering are located in the hand-steering
room. Suitable clutches are provided for disconnecting the
gear when not in use, which is also the case with the steering
engine. The rudder is of the usual balanced type.

Matin ENGINES

The propelling machinery consists of Parsons turbines ar-

482

INTERNATIONAL MARINE ENGINEERING

nae

DECEMBER, I9I2

FIG. 2.—AFTER BOILER ROOM

DECEMBER, I9I2

ranged on four lines of shafting (see Fig. 3). The arrange-
ment provides for six ahead and four astern turbines disposed
in three watertight compartments. For ahead motion the out-
board shafts are driven each by a high-pressure turbine
coupled with a low-pressure turbine working in series when
the ship runs at full speed, and exhausting into separate con-
densers. These turbines are designed for 410 revolutions at
full power. The inboard port shaft is driven by a main high-
pressure turbine (ahead) coupled with a separate astern tur-
bine, The inboard starboard shaft is driven by a low-pressure

INTERNATIONAL MARINE ENGINEERING

483

ahead turbine which has an astern turbine incorporated.
These turbines are designed for 330 revolutions at full power.

All six turbines are used for full speed ahead, constituting
three separate groups, steam being admitted in each of three
high-pressure turbines and expanded through their respective
low-pressure turbines into separate condensers. When cruis-
ing at slow speed only four turbines are used, steam being
admitted to the starboard outboard high-pressure turbine and
expanded successively through the port outboard high-pres-
sure turbine, main port inboard high-pressure turbine and the

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FIG. 3.—ENGINE ROOM

484

INTERNATIONAL MARINE

ENGINEERING

i
DECEMBER, I9I2 —

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FIG. 4.—FORWARD BOILER ROOM

DECEMBER, 1912

INTERNATIONAL

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MARINE ENGINEERING

486

TABLE 2.—MAIN TURBINE DATA.
Motor Drum.

Diameter. Length.
Main central port H. P., inches.............. L000 00 681/2 1161/16
Mins Goo ral Sh, 125, WINES oo onan00d05000000000 52 897/s
Wing iporthHeP Sinchestepe eee to creer 54 715/16
AO) WetOey, Wy IP ACNE 50600000000000000000000000 783/4 707/16
Mhwoswinesasternsinchesseee EE ene reer ener 56 549/16
mworcentrallastern sinGhesmeeee ner nererion 695/s 61
Centralfstarboardie se eninch csennee een 95 757/8
NUMBER OF EXPANSIONS.
Main scentral(portjH pean eee eee nee Gene Gnien 6
Wing starboardilh.ePace ican tne mono echo nase nee ener 4
Wing porte RW, Steaaaa it oien esas oe Cee ciion 4
BB felnvet tea) DA on ceenic.ees Eas wine ce ern en a ate OIoo RO Ib O1G0.0,20 OF 6
Mworxwingvasterny never Can eee een ae 4
ARwo\centrallasternteny yeni e hen ornchecin cee 4
(Comal Clarion Io IP. 90 0000000000000000000000000000000 6
TURBINE CASINGS, DIAMETER, INCHES, EACH EXPANSION.
Main central port H. P.... 705/s 71/16 73°/s2 753/16 783/16 825/16
Wineeportell peeeeeee erin 55 553/16 559/16 5611/32
Wing starboard H. P...... 541/32 5438/4 9551/2 563/16
ALO) Wnts I IP 6 900000000 13/32 835/16 8533/16 8513/16 8533/16 8513/16
Two wing astern.......... 71 7238/4 TOU/i6 704/16
Central starboard L. P.....106 101 117 123 123 123

LENGTH OF CASING FOR EACH EXPANSION AND DIAMETER NOTED ABOVE.
Main central port H. P.,

inches tc seek a eae 137/16 1415/16 155/32 155/s
Wing port H. P., inches.... 117/16 163/4 163/4 217/16
Wing starboard H. P.,

inches COO Soe oO recOare 185/16 191/2 205/s 217/s
Two wing L. P., inches.... 103/16 103/16 121/2 123/16 123/16 123/16
Two wing astern, inches.... 93/4 12 12 13
Two central astern, inches. 15 1383/4 133/4 11
Central starboard L. P.,

inches eee wee apres 81/32 97/16 113/16 93/16 103/16 11

Rows OF BLADING FOR EACH EXPANSION.

Mainkcentraliportgliep eee erence ccc erercnr 12
Wihge/starboarde lip ammrsrmrren occur meister eee 16

Witte) portvET WR ai yee ai cn ho oon vane aan leet
Two wing L.P....
Tworwing astern. waver ep eelst ioe soe a hhenees
Two central astern

18
3 of 7; 3 of 6
9

11
3 of 6; 3 of 5

LENGTH OF BLADES FOR EACH EXPANSION, INCHES.

Main central port H. P.... 14 14 14 11 8 81/2
Wing starboard H. P...... 21/5 13/4 13/3 11/16 .
\WATNES VARS Goa aococacCGO 11/16 13/16 5/3 1/9

WOhwil cane renee 81/9 81/2 81/5 39/16 25/16 15/3
Two wing astern.......... 5/5 13/16 23/s 23/5

Two central astern...:.... 29/16 2/16 11/4 3/8
Centralistarboard anes 14 14 14 11 8 81/2

ROTOR SHAFT AND BEARING.

Length Overall,
Rotor, Drum

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I912

TABLE 3.—SHAFT DATA.

Wing Central
Shafts. Shafts
Line shafts, diameter outside, inches.............. 107/16 119/16
Axialyholesinches ie eos ee ee eee et ene 515/16 611/16
Stern tube shafts, diameter outside, inches 111/32 125/32
Axialtholevinches) onscreen ene notes ne 518/16 611/16
Couplingssdiametersinchesse ener 17/2 1913/16
Thickness inches Mane se Oe eee 27/16 23/4
Propeller shafts, diameter outside, inches.......... 1121/32 125/32
AxialjholeMinchesie cnt eee eee eine 515/16 611/16
Diameter of sleeve outside, inchestee retin ieee 129/16 133/s
InsideSinches*) tere cio eee ELLE 111/s 125/16
Length ‘ofasleev.ewincheseenneeneennne Fore. 727/16 7121/32
WboO000 951/4 951/4
Coupling bolts, number each coupling............. 8 8
Diameter (taper) at face of coupling, inches........ 131/30 23/3
Forward stern tube bearings, diameter, inches. ..... 155/3 167/s
Tengthwinches pee oe ee ieiee 541/s 541/3
After stern tube bearings, diameter, inches......... 155/83 167/s
Wength Winches pee lene else eee eee ete 831/4 831/4
TABLE 4.—PROPELLER DATA
Central Wing
Propeller
Diameter of propeller, inches 94
ub, inches 22
Pitch, inches 88
Ratio of diameter to pitch 1.05 1.05
Area projected, square inches.................. 6117 .07 4161.75
Helicoidal, square inches........ Ub. fotctanevepmiets 6833 .17 6144.20
Disk, square inches............. dbtooogccco 10183 .50 6928 .50
Ratio projected to disk area.......5.......-.- 0.6 0.5985
iEVelicoidalatoldiskrarcanpe ener erties 6.009 4.49

TABLE 5.—THE UNIFLUX CONDENSERS ARE OF THE FOLLOW-
ING PRINCIPAL DIMENSIONS.

No. 1 No. 2
Central Lateral
‘ es Uae Condenser. Condenser.
Thickness of shell,:inches....... sy aiavatelerel eeecrekers 1/ 5/16
Length between tube sheets, inches.......... 861/5 851/16
Thickness of tube sheets, inches............. 1 1
INUmbermontu beste mpercicenoeenaeeere 7938 3344
Diameter Of*tubes, inches.......... Weyer Oe 5/3 5/8
Thickness'of tubes, B. W. G....... OUCH OoOD 18 18
exhausti07z]emincChesseeene niente 701/32 x 813/32 337/s x 769/16
Air*pump, Suction, inches.......°. .t7........ 14 9
Circulating water inlet and outlet, inches.. 34 107/16
Cooling surface, square feet........ iLooosenoD 12734 3997
TABLE 6.—BOILER DATA.

INKS 5 o Goaosoacg0 Nd goondCDDAN000 .Jdgoosa0bo00000000000 23
Working pressure, pounds per square inchecaisscoeen eh 23 5R2)
Test pressures pounds) per square inch...) cee eeeeeielee 308 .7
IDFAIHN Chea, TNE 500000000000000000000000000000050 50
Teng thipinches hy iais toate teteveseve celeveevererereueceeiniehee oleieieieieecenee 1137/16
ThicknessMinches pe sivas sorters. ars eee Oe ee tcire spe 9/16
Total grate surface, square feet 1858.08
Ratio(GeSMcovelSiece sects io) cols scorpio lelekeeiel kerernc ieee 56.01
Motalismoke\pipe area; square teeta eines eine 342.51
KindWofmrorcedmdralterrnnces eerste Closed boiler rooms.
GUGNEsareasthrourhismoke pipecee eee 5.42

Length, Diameter, and Shaft, 4 , , 4
: Inches. Inches. Inches. starboard inboard low-pressure ahead turbine, exhausting into
IM aintHy UPrprtiesi.teteciteverecer ies 177/s 133/4 2781/32 : peices, : By faired
aRn@ Ibn 1D, wihive Aieaul.. conn. 243/« 1111/16 25915/16 the central condenser; the remaining turbines revolving idly
HP Nstarboard wines eee 1121/32 111/16 2181/2 Cet a ides
H. P. port WH Zocoubcdn0beo00C 1171/32 1111/16 236 Ina WEE ? :
H. P. astern, independent...... 137/s 1338/4 172 For astern, motion each of the four astern turbines may be
L. P. central and astern........ 31 133/4 3133/4 . |
used independently of each other.
THRUST BEARINGS. Self-closing valves are fitted in the receiver pipes between
pecnttal iL, PB. i 1D. H.P the starboard outboard high-pressure turbine and the port
H. P. Ahead. Starboard. Port outboard high-pressure turbine, and between that one and
Collar on shaft, number...... 11 19 18 18 anys, Sey F :
Thickness, inches. ... aA 13/16 13/16 sihs 11/16 main inboard. high-pressure turbine (as shown in the draw-
t h 169/ 69/16 5 ; ' 9
OS faunas. eee ne /ss mae 161/16 167/16 ing) to prevent back flow of steam when changing from the
Number of shoes, top........ 18 18 17 eos? aaa ones S
Ee ate ean a 19) 6 ig 3 cruising combination to full speed conditions. The turbines
TABLE 7.—R. I. N. DANTE ALIGHIERI. TRIAL DATA.
Number Air Pressure Average Displacement Draft Mean Draft Mean
of Boilers in Fire Steam Correspond- Before the Trial. After the Trial.
Duration of Trials Used. Rooms. at Boilers. ing. pain Pa ata eS pee =
in Hours. |
Coal Oil ki Aft. For'd. | Aft. | For’d.
Boilers. Boilers. |Inches of Water Pounds. Tons. Feet. Inches.| Feet. Inches.| Feet. Inches.|Feet. Inches.
LO; 3k et eee oe 4 134 189 to 226 18,230 28 10 28 5 26 1 28 4
1 eee otra ho area ole 6 13 4 220.5 18,300 26 4 28 8 26 1 28 3
ean rare rid ko Gia eta c a ma 13% PPAS 15) 18,200 26 3 28 6. 26 aD 28 3
Slip of Propellers, Percent Revolutions. 2 x
of Own Speed, Mean. ae bas
Duration of Pec Vie frou Speed Kel Coal
Trials in ; in Starboard Port Starboard Port: Consump-
Hours. Side. Central. Knots. Outboard Outboard Inboard Uinta : tion.
HYG Shaft. Shaft. Shaft. » Shaft. Pounds.
LOM Secret 7.19 8.46 11.29 | 164 167 152 152 29,910 2.31
i Re aons so 14.63 20.43 19 .767—23 .825 313 324 281 276 20,501 1.67
refoinioota cmon 2153 18.18 22.83 —23.825 398 400 317 317 32,189 1.56

DECEMBER, I9I2

are controlled from the working platform, where the regu-
lating valves for admitting steam to the different turbines are
located.

There is a main bearing at each end of each turbine for
carrying the rotor. Each turbine, except the independent
high-pressure (inboard astern) and the outboard low-pressure
turbines coupled with its high-pressure turbine is provided
with a thrust block at the forward end, consisting of a num-
ber of brass rings, in halves, fitting into corresponding col-
lars on the shafts. The lower half of each ring is for taking
the ahead and the upper half the astern thrust.

All main bearings, thrust bearings, and the line shaft bear-
ings are provided with a closed system of forced lubrication.
‘A Proell governor is fitted to each line of shafting, the
governor mechanism operating the main steam stop valves
in the engine room.

' For main turbine data see Table 2.

SHAFTING

There are four lines of shafting, two on the port and star-
board sides respectively. (For data see Table 3.)

PROPELLERS

' There are four three-bladed propellers, all outboard turn-
ing when going ahead. The blades are true screw-machined
to pitch. (For propeller data see Table 4.)

‘ Matin ConpENSING APPARATUS

There is one main condenser in each engine room. The
Starboard and port condensers are of the same dimensions, the
central condenser is larger than the latter. (For condenser
dimensions see Table 5.)

TABLE 8—R, I. N. DANTE

INTERNATIONAL MARINE ENGINEERING

487

AUXILIARY MACHINERY

In each engine room there are air pumps, circulating pumps,
auxiliary condenser, fire and bilge pumps, pumps for the
forced lubrication system, etc.

BoILers

There are twenty-three boilers of watertube type arranged
in separate watertight compartments. They are designed to
run the entire machinery installation at full power, with an
average air pressure in the ash pits of not more than 1%
inches of water. (For boiler data see Table 6.)

TRIALS

Three trials were required of the Dante Alighieri as fol-
lows:

tr. A full-speed trial of six hours’ duration in the open sea
at the highest speed obtainable, with an average air pressure
in the ash pits not exceeding 1% inches of water with not
over 195 pounds steam pressure at the high-pressure turbines.
The average power to be 26,000 shaft horsepower.

This trial took place at sea off Spezia on July 9. The de-
signed speed was easily exceeded, an average speed being
attained which set a new record in the navy for battleships.

2. An endurance and water and coal consumption trial in
the open sea of eighteen hours’ duration with an average
power to be at least 16,500 shaft horsepower, to. be followed
with another six hours’ duration trial for the purpose of
obtaining complete data for all conditions of running which
might be required in battle.

This trial took place successfully on July 16 and 17, with
an average power of 20,501 shaft horsepower and a mean
speed of 19.75 knots.

ALIGHIERI FULL POWER TRIAL DATA, JULY 9, 1912.

Steam Pressure in the Turbines and Vacuum of Condensers.
Time 2 eee ee a
1st, 12, Ib, 12, Starboard 1BI 12% IL, 12, Port 1Bl, 32), IL 12% Central
Starboard Starboard Condenser Port Port Condenser | Central Central Condenser
— a | >. =< | a
Pounds Pounds Inches Pounds Pounds | Inches | Pounds Pounds Inches
12:5 182 21 5) 7 119 2: XGi1 | 125 0.7 | 27.9
12:35 189 24 26.4 119 23 Boil | 139 Al | 27.9
13:5 186 19 26.7 104 20 28.4 | 139 3.5 27.9.
335 182 18 26.1 102 18 28:4 | 136 Bail || 27.9
14:5 186 19 26.1 111 21 28.4 | 145 452)" 3) 27.9.
14:35 183 20 25.8 111 21 28.4 145 452) | 27.9
15:5 182 21 25.8 111 21 ABM || 143 ANS) | 2729
15:35 179 20 25.8 110 20 28.4 | 142 4.2 27.9
16:5 179 20 26.1 110 21 28.4 | 140 472) | 27.9
16:35 186 20 25.8 112 21 28.4 | 140 4.4 27.9
11/9} 182 20 26.1 111 21 28.4 143 «| 4x9) ,| 27.9
17:35 182 20 25.8 111 20 28.4 | 145 | 4.8 27.9
18:5 170 il?/ 26.1 111 21 28.4 | 139i] 4.1 2 SY)
REVOLUTIONS. Sy, Isl, IP,
Time .
Side Side Central Central Side Side Central Central
Starboard Port Starboard Port Starboard Port Starboard | Port Total
Turbine Turbine Turbine Turbine Turbine Turbine Turbine Turbine
12:5 385.5 395.5 300 297.5 6184.9 7808 .4 7306.6 1333)..9 28633 .4
12:35 396 404 313 308 6832.4 7776.8 8474.8 8001.2 31085.2
13:5 392.5 396 316 312.5 6673.1 7467.8 8695.2 8402.8 31238 .9
13:35 380 385 302.5 302.5 6658.1 7411.1 8598 8787.5 31455.1
14:5 391 404.5 315 314.5 6601.6 7834.7 8839.1 8669 .4 31944.8
14:35 401.5 403.5 320 316 7298.3 7863.4 9219.8 | 8743.7 33125.2
15:5 402 402 319 317 7226.4 7820.4 9091.8 | 8837 .4 32976
15:355 390 405 318 316.5 6539 8002.9 9063.3 | 8839.9 32445
16:5 399 408 319.5 317 7038 .6 8048 .3 8965.3 | 8721.8 32774
16:35 402.5 401 316.5 321.5 7079.8 7876.1 8995.9 8954.4 32906 .2
17:5 398.5 397.5 317 313.5 6828 .7 7800.5 8813 8699 32141.2
Wee 394.5 402.5 316.5 314.5 6773.4 8015.1 8856.6 8702.2 32347 .3
18:5
Total coal consumed in 6 hours = 76.5 tons. Mean coal consumption per hour = 47627 pounds.
Total oil fuel consumed in 6 hours = 39.5 tons. Mean S. H. P. developed according:
Oil fuel reduced to coal =" 53 tons. : Pp
So
Total as coal = 129.5 tons. " N38 Ni = 32189.9
12
47627

Coal consumption per S. H. P. per hour =-—-— = 1.5 lbs.
32189

488

3. An endurance and water and coal consumption trial in
the open sea of ten hours’ duration running at low cruising
speed.

This trial took place on July 24, the data of which are given
in Table 7.

The results of all trials were most satisfactory and reflect

INTERNATIONAL MARINE ENGINEERING

DECEMBER, IQI2

Annual Report of Lloyd’s Register of
Shipping
According to the annual report of Lloyd’s Register of

Slipping at the close of the year ended June 30, 1912, there
were 10,445 merchant vessels registering about 21,750,000 tons

FIG. 7.—THE DANTE ALIGHIERI JUST BEFORE LAUNCHING

great credit not only on the navy yard force, where the vessel
was built, and the Gio. Ansaldo & Company’s works, where
the machinery was constructed, but particularly on the ship’s
engineering force from the navy and the builders, the organi-

zation, skill and energy of which displayed in handling the
machinery throughout the trials were largely responsible for
the success.

MontTHLY SHipBuILpING Returns.—The Bureau of Naviga-
tion reports 140 sailing, steam and unrigged vessels of 33,006
gross tons built in the United States and officially numbered
during the month of October, 1912. Five steel steamships
aggregating 10,851 gross tons were built on the Atlantic coast,
and four steel steamships with a total of 4,939 gross tons were
built on the Great Lakes. The largest of these vessels were
the Middlesex, of 4,727 gross tons, and the El Segundo, of
3,663 gross tons, both of which were built at the New York
Shipbuilding yards, Camden, N. J.

gross classed in the society's books. During the year classes
were assigned by the committee to 684 new vessels of 1,468,-
166 gross tons. These figures represent 623 steamers of
1,455,988 tons and 61 sailing vessels of 21,178 tons. Of the
total, about 68% percent were built for the United Kingdom,
and about 31% percent for the British colonies and foreign
countries. As compared with the figures for the preceding
twelve months, the present reports following the general
movement of the shipbuilding industry show an increase of
366,865 tons of steamships and 2,825 of sailing vessels.

A noticeable feature of the society’s operations during the
past year is the large number of steamers of upwards of
5,000 tons each which have received the 100 A-1 class. Eighty--
six stich vessels have been so classed this year.

The initial success of the Diesel engine for marine pur-
poses is recognized. At the present time there is under con-
struction under the supervision of Lloyd's Register Diesel
engines for thirty-four vessels, twenty-three of these vessels
having tonnages ranging from 2,000 to 10,000. It is evident
that the construction of such vessels is rapidly increasing,
more especially in Holland and Germany. It is felt, however,
that the time has hardly yet arrived for the provision of rules
on this subject.

An increasing amount of tonnage is being built for the
society’s classification on the Isherwood system. Up to the
end of June, 64 of these vessels of 264,368 tons had received
the society’s classification. Since that date, 114 such vessels,
registering 593,400 tons, have been completed, or are under
course of construction, under the special survey of the
society’s surveyors.

The demand for new steamers intended for carrying oil in
bulk has also enormously increased. Since July 1, 1911, 16
vessels of 66,911 tons, intended to be used for this purpose,
have been assigned the society's classification, while there are

DECEMBER, IQI2

under construction, at home and abroad, no less than 87
vessels registering 479,000 tons for this purpose. In con-
nection with the increase in the number of vessels under con-
struction for carrying oil in bulk, there is also a great develop-
ment taking place in the use of oil fuel instead of coal. From
Jan. 1, 1910, to the present time there have been completed
under the survey of the society’s surveyors 15 oil-carrying
vessels and 19 other vessels constructed with oil-fuel bunkers.
At the present time oil-fuel bunkers are being constructed
in 45 oil-carrying vessels and in 19 other yessels which are
being built under the society’s survey.

The period under review.has witnessed a noticeable exten-
sion of the society’s operations in the United States, where
40 vessels of 175,000 tons are now in course of construction
for classification in Lloyd’s registry book. Seventeen of these
ships, aggregating 63,000 tons, are building on the Great
Lakes.

Passage of Vessels through the Panama
Canal

From the annual report of the Isthmian Canal Commission,
just issued, it is apparent that the first vessel will pass through
the canal some time during the summer or fall of 1913, al-
though the official opening of the canal to the world’s com-
merce will be considerably later, probably not before Jan. 1,
1915. Before the official opening of the canal for international
traffic there is is a vast amount of detail work to be finished
in connection with facilities for docking and repairing vessels,
furnishing supplies of coal, oil, means for handling and trans-
shipping freight and the provision of facilities for the operat-
ing staff.

When the canal is finished vessels will not be permitted. to
enter or pass through the locks under their own power, but
will be towed through at the rate of 2 miles an hour by elec-
tric locomotives running on cog-rails laid on the tops of the
lock walls. Electric power for towing the vessels and also
for operating all gates and valves is to be generated by water
turbines from the head created by Gatun Lake. When a ship
is to pass through the canal it will come to a full stop in the
forebay of the locks, where four hawsers will be attached to
it, two forward on either side and two aft. At the other ends
these hawsers will be attached to the windlasses of four tow-
ing locomotives operating on the lock walls, two forward for
towing and two aft being towed by their hawsers, thus holding
the ship steady. While the usual number of locomotives will
be four, this will vary, of course, with the size of the vessel
to be towed. The locomotives are equipped with a slip drum,
towing windlass and hawser, which will permit the towing line
to be taken in or paid out without actual motion of the
locomotive on the track.

The locomotives will run on a level, excepting where they
pass from one lock to another, where they will encounter
heavy grades; between the lower and intermediate locks at
Gatun, for example, there is a difference in elevation of 29
feet 7 inches, and in order to save concrete this ascent is made
in the shortest feasible distance.

There will be two systems of tracks, one for towing and
the other for the return of the locomotives when not towing.
The only cross-over between the tracks will be at each end of
the locks, and there will be no switches in the rack road.

The depth of water over the miter sills of the locks will be
40 feet in salt water and 411/3 feet in fresh water. The
average time of filling and emptying a lock will be about 15
minutes, without opening the valves so suddenly as to create
disturbing currents in the locks or approaches. The time
required to pass a vessel through all the locks is estimated at
three hours—one and one-half hours in the three locks on

INTERNATIONAL MARINE ENGINEERING

489

Gatun and about the same time in the three locks on the
Pacific side. The time of passage of a vessel through the
entire canal is estimated as ranging from 10 to 12 hours,
according to the size of the ship and the rate of speed at
which it can travel outside of the locks.

Progress of U. S. Naval Vessels

The Bureau of Construction and Repair. Navy Department,
reports the following percentage of completion of vessels for
the United States navy:

BATTLESHIPS

Tons. Knots. Aug. 1. Nov. 1.
New York. 28,000 21 Navy Yard, New York...... 48.2 62.5
Texas ..... 28,000 21 Newport News Shipb’g Co.. 72.1 79.2
Nevada ... 28,000 20% Fore River Shipb’g Co...... 4.0 10.1
Oklahoma . 28,000 20% New York Shipb’g Co...... 3.3 9.3
TORPEDO BOAT DESTROYERS
Henley ... 742 29%%Z Fore River Shipb’g Co...... 93.6 96.9
Gassing UEP OADWA, Ween Ire) Wied So55c00dcnG6 42.3 60.4
Cummings . 742, 2934 Bath Iron Works........... 30.7 52.7
Downes ... 742 29% New York Shipb’g Co....... 16.4 25.0
Duncan ... 742 29%%4 Fore River Shipb’g Co...... 34.3 44.4
Aylwin ... VER DM Wisin, (Cress) &2 SoS 5 oocac0de 48.0 61.3
Rarkersrrrete 742 20% Wm. Cramp & Sons......... 42.2 56.6
Benham ... 742 2914 Wm. Cramp & Sons......... 38.9 56.0
BAIN poco W42 2934 Wm. Cramp & Sons......... 37.3 58.6
SUBMARINE TORPEDO BOATS
ay spavsyets sts 5000 coco Semmlle Com & 1D) 1D, COodos MOE 94.6
GC godauc00 coco code Wh, Cran & S@OMSco5dss000 79.5 88.3
GY, oodao00 -.-- ++. Newport News Shipb’g Co.. 86.0 86.0
Isl Sop odos Union Iron Works.......... 76.2 84.5
18} So50000 Union Iron Works.......... 75.7 84.5
IBEB} So00000 Seattle €on & D: D: Go..... 73.3 82.1
G-Seereriereire Wa kewle Bh Comer batch cca 54.9 60.0
KCl seeudod Fore River Shipb’g Co...... 43.9 54.2
KP coacocc Fore River Shipb’g Co...... 43.4 53.5
KB go.adoo0 Union Iron Works.......... 47.9 59.0
Kee Gog0000 5000 coco Semisile Com & 1D, ID, COscco be 54.5
CH Gogoaos pa00 coco Ore Iie Saye COoosopo 26.2 38.6
KB cooco00 co00 coco § Ore INier Spi COsccoco Bae 38.1
Ie o000000 cx00 «coo )}) Ufationn Miron WORKS occbocenn 28.2 42.0
RCE Ge godap Union Iron Works.......... 28.2 41.5
COLLIERS
Proteus ... 20,000 14 Newport News Shipb’g Co... 61.9 72.0
Nereus ... 20,000 14 Newport News Shipb’g:Co... 56.7 62.5
YESOA soooo 20,000 14 Maryland Steel Go...—...... 47.7 66.7
Jupiter .... 20,000 14 Navy Yard, Mare Island.... 78.2 85.6

Panama Canal Tolls

In a proclamation issued Nov. 13, President Taft fixed the
rates of tolls on vessels passing through the Panama Canal
as follows:

1. On merchant vessels carrying passengers or cargo, $1.20
(5s.) per net vessel ton—each 100 cubic feet—of actual earn-
ing capacity.

2. On vessels in ballast without passengers or cargo, 40 per-
cent less than the rate of tolls for vesséls with passengers or
cargo.

3. Upon naval vessels other than transports, colliers, hos-
pital ships and supply ships, 50 cents (2s. 1d.) per displace-
ment ton.

4. Upon army and navy transports, colliers, hospital ships
and supply ships, $1.20 (5s.) per net ton, the vessels to be
measured by the same rules as are employed in determining
the net tonnage of merchant vessels.

Th Secretary of War will prepare and prescribe such rules
for the measurement of vessels and such regulations as may
be necessary and proper to carry this proclamation into full
force and effect.

Institution or Nayar Arcuitects.—The annual meeting of
the Institution of Naval Architects for 1913 will be held in
London, March 12, 13 and 14. All papers or suggestions for
discussion at this meeting should be sent to the secretary
before the first of the year.

490

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

Engineering Progress in the United States Navy*

BY CAPTAIN C. W. DYSON, U. S. N.

In preparing an article under the heading of “Engineering
Progress in the United States Navy,” the ground to be covy-
ered is of such large extent that, in the greater part, nothing
but the merest notice of improvements can be given, and
only the most important points of progress will be detailed.
The first and most iniportant point of all as reacting upon
the general efficiency of the navy as a reliable and economical
fighting force, is the

CHOICE OF PROPELLING MACHINERY FOR HEAvy VESSELS OF
MopErATE SPEED

In the selection of the type of machinery to be used in the
above class of vessels, the following points must be taken
into consideration :

(a) General character of the service which the vessel will
be called upon to perform; whether she must keep the sea
for long periods, cruising at speeds very much lower than
her maximum speeds, or whether she will be called upon for
very little slow cruising, but shall be held in readiness for
dashes at high speed from a base to any threatened point.

(b) Greatest economy realized at the conditions under
which she will be called upon to operate. This point is im-
portant, not only from the point of financial saving in reduced
fuel cost, but in the greater case of fuel supply due to the de-
creased demands.

(d) Ease of up-keep of the machinery, and degree to which
the vessel, so far as machinery repairs are concerned, can be
made self-supporting.

(e) Reliability of machinery when driven at high powers.

(f) Minimum weight and space required for the propelling
machinery.

(g) Efficient propellers for maneuvering.

(h) Minimum of vibration of hull due to machinery in
operation.

(1) Effect of vertical position of center of gravity of the
machinery upon the time of roll of the vessel, in fixing the
quality of the vessel as a gun platform.

The question of costs of the different types of machinery
will not be considered in comparing the relative advantages of
the types.

Further, the relative values of turbine reduction gear, elec-
tric propulsion and internal combustion engines for propul-
sion will not be dealt with, for the following reasons: The
turbine reduction gear and electric propulsion are under trial
in the naval service at the present time, the reduction gear
being actually afloat while the vessel fitted with electric pro-
pulsion is building.

The results obtained up to date with the reduction gear
have been disappointing so far as the expected economy is
concerned, the results being vitiated by faulty turbines and
too high a number of revolutions of propeller, 135 per min-
ute, for the type of vessel and the speed, 14 knots. The re-
duction gears have, however, stood up to the work well and
show practically no evidences of wear. Results are encour-
aging and a great improvement is expected when contemplated
changes in the turbine have been made.

Electric propulsion ‘not having been tried out in actual
service, it is considered preferable to content ourselves with
the mere statement that shop tests of one of the units have

* From a paper read before the Society of Naval Architects and
Marine Engineers, New York, November, 1912.

been very gratifying and promise a successful end to the
experiment, so far as economy of propulsion only is considered.

As to the question of propulsion by internal combustion
engines, where large powers are required, there appear still
to be many important problems requiring solution before
units of sufficiently high powers for the purpose desired can
be built. The supplanting of the steam engine, both recipro-
cating and turbine, for important high-power installations
does not appear to be imminent in the immediate future.
' Eliminating these three latter methods of propelling naval
vessels restricts the choice of machinery for this purpose to
the three following methods:

I. By means of reciprocating engines.

2. By means of steam turbines, impulse, reaction, or a com-
bination of the two.

3. By means of various combinations of reciprocating en-
gines with turbines.

COMPARATIVE SUITABILITY OF EACH oF THE ABovE MEtTHops
FOR NAvaAL PURPOSES

To assist in reaching a decision as to which of the three
methods of propulsion best meets the requirements lettered
from (a) to (i), a comparison of the performances of the
dreadnoughts Delaware, North Dakota, Utah, and Florida
can be made; these performances include those on preliminary
acceptance trials and those in actual service.

From the results obtained from these trials it appears jus-
tifiable to decide as follows:

Should the duties of a vessel be such that she be required
to steam for long periods and long distances at speeds much
lower than her designed maximum speed, a less fuel expen-
diture per day will be required, and consequently a greater
cruising radius will be obtained and less frequent recoaling
necessitated should reciprocating engines be fitted rather than
turbines for propelling purposes.

Should, however, the vessel operate from a fixed base, only
doing sufficient cruising to insure that the machinery is kept
in -efficient condition in readiness for forced runs to any
threatened point, the value of fuel economy at low speeds
becomes minimized and, where the maximum speed of the
vessel does not exceed 21 to 22 knots, either turbines or
reciprocating engines may be used, the choice being dependent
upon other factors than economics, which are practically equal
at these speeds.

In other words, for the conditions (b) and (c), under
which the American battleship fleet operates, the reciprocating
engine is preferable to the turbine as a propelling engine at
the present stage of turbine development.

The Navy Department is, however, thoroughly alive to the
advantages to be gained by adopting rotary in place of recip-
rocating motion in the main propelling machinery of the
heavy vessels of the fleet, and, while recognizing the present
advantages held by the reciprocating engine in the matter of -
economy at low fractions of designed power, holds itself
ready to discard the reciprocating engine as soon as the tur-
bine designers can demonstrate by actual performance that
their claims as to equality of economy at low powers with
the older machine have been realized. It was with this object
in view that the department decided to install impulse turbines
in the Nevada, and not because the engineers of the depart-
ment were “wobbling,” as has been charged.

Condition (d)—Ease of Up-keep of Machinery—The claim
is frequently made by the turbine advocates that while the

DECEMBER, IQI2

reciprocating engine, when new, is undoubtedly more eco-
nomical than the turbine at small fractions of designed power,
this advantage is soon lost in active service, due to excessive
wear of piston and valve rings causing large losses through
heavy leakage of steam. The turbines, not being subject to
such frictional wear, would, on the other hand, retain their
original economy indefinitely.

Practical experience with both types of engine in actual
service comes very far from justifying this conclusion. In
fact, with intelligent supervision, the reciprocating engine,
particularly since forced lubrication has been applied, holds
its superiority continuously.

When reciprocating engine vessels visit the navy yards for
their regular overhaul, the work to be done on the main en-
gines is practically nil, as the machine shops and foundries
of the battleships are of ample capacity to take care of all
repairs that may be necessary except such as the fitting of a
new cylinder or the repair of a fractured bed plate. The
above remarks apply only, however, to ships fitted with
forced lubrication, where the wear of bearings and journals
has been practically eliminated.

When we turn to the turbine engines, however, the case
is quite the opposite. Fully 99 percent of the troubles that
occur with this type of engine are internal troubles, and con-
sist of erosion of blades and nozzles, stripping of blading,
heavy corrosion of rotors, diaphragms and turbine wheels,
causing destruction of balance. All of these troubles require
a perfectly smooth haven in which to make repairs, and the
majority of them require dock-yard facilities.

In the cases of the main engines of the three scouts—Bir-
mingham, Salem and Chester—the Birmingham, with recip-
rocating engines, has always been ready for service, while her
two sisters have been repeatedly laid up at the yards for
overhaul of the main turbines.

Evidence of experience leads to the conclusion that a battle-
ship fitted with reciprocating engines for propelling purposes
is much less apt to be forced off her station by necessary
repairs to her engines than is one fitted with turbine engines.

Condition (e)—Reliability of Machinery when Driven at
High Powers—From the natures of the two machines, it
would appear to be safe to decide this condition as being dis-
tinctly in favor of the turbines, as this type of engine is com-
pletely free from all reciprocating parts held together by
bolts and nuts.

Experience with the Delaware’s engines, however, lead to
the conclusion that where proper care is taken to lock all nuts
securely, and to effectively protect the engines against the
shocks of reversal of direction of motion, the reciprocating
engine can, even here, be regarded as nearly on a par with
the turbine in reliability.

The full-power twenty-four hour run of the Delaware, made
without preparation immediately after her arrival home from
Chili, demonstrates this reliability of the present type of
battleship engines very thoroughly. As stated, without any
preliminary preparation of engines or machinery, the vessel
put to sea, and upon getting well clear of the land a full-
power run of four hours was started, during which time the
vessel averaged 21.86 knots. Without intermission the vessel
continued on for twenty hours longer, averaging for the full
twenty-four hours a speed of 21.3 knots, the ship automati-
cally slowing down as the fires became dirty and the personnel
fatigued.

Upon the completion of the trial a radiogram was received
from the commanding officer of the vessel reporting that not
the slightest disarrangement had occurred to either the main
engines or the auxiliary machinery, and that she was ready
for immediate service.

Condition for Minimum Weight and Space Required for
the Propelling Machinery.—As already shown, the total heat

INTERNATIONAL MARINE ENGINEERING

491

units required to be absorbed by the boilers, both for Parsons
turbines and for reciprocating engines, with battleships of the
speed and power that now exist, is practically the same in
both cases at full power. This indicates that, for existing
conditions, nothing can be saved in the boiler-room weights
or space by adopting turbines, as the same boiler power is
required. in the two cases.

In the engine rooms, for these powers, however, the recip-
rocating engine has a decided advantage in both weight and
space required.

Thus, in the Delaware, North Dakota, and Utah the engine
room weights and space required are as follows:

Delaware. North Dakota. Utah.
Engine-room weights, dry tons......... 728.26 731.23 864.69
Engine-room weights, wet tons......... 773.26 785.93 919.80
Engine-rooms, length, feet............ 44 44 60
Engine-room total width, feet......... 50.5 50.5 61
Engine-room, square feet, floor space.. 2,222 2,222 3,060

While the turbines of the North Dakota appear to be about
on an equality with the reciprocating engines of the Delaware
in the matters of weight and space, these turbines were ex-
tremely uneconomical. Modern turbines of this type would
require an engine room more nearly equal in length to that
of the Utah, and the engine-room weights would be consid-
erably increased.

While the reciprocating engine has a decided advantage in
the features of weight and space required, under present con-
ditions, these advantages would disappear should the neces-
sary power to be developed be increased considerably above
what is now asked for, and the advantages would rest with
the turbine. Should such an increase of power be called for
in future designs, or should the ordinary cruising speed be
made considerably higher than now used, the Navy Depart-
ment would undoubtedly abandon the reciprocating engine and
adopt one of its rotary rivals for the propulsion of its capital
ships.

Condition (g)—Efficient Propellers for Maneuvering —In
considering this condition, the relation of the backing powers
of the vessel as compared with the maximum full power
ahead, and the time required from full speed ahead until the
vessel is dead in the water, will be taken as a comparative
measure of this condition.

From curves of indicated horsepower for backing for the
Delaware (reciprocating engines) and of shaft horsepower
for backing for the Salem (turbine engines), it is found that
at low powers where more boiler power is always available
than is necessary for the actual ahead speed being used, the
backing power exceeds very considerably the ahead power in
use, as when backing for short periods the throttles can be
opened wide and the boiler power available be made use of.

When all boilers are in use, which in the case of the Dela-
ware occurs at 25,000 indicated horsepower for the main en-
gines in the ahead motion, and for the Salem at 14,000 shaft
horsepower for the main engines in the ahead motion, the
maximum backing powers can be obtained. In the case of
the Delaware this maximum backing power amounts to 89.2
percent of the ahead power, while in the turbine vessel Salem
it amounts to only 41.9 percent. That is, at these points, the
backing power of the Delaware is 2.13 times as great as that
of the Salem (both being expressed as fractions of the ahead
power).

At the maximum powers developed by the engines of the
two vessels, the ratio of the percentage backing powers be-
comes: Delaware =2.27 Salem.

These results are further corroborated by the backing tests
of the Delaware and the Utah upon their preliminary accept-
ance trials, where, with the Delaware going ahead at 21 knots
and the Utah at 20, the times taken to bring the vessels dead
in the water were, for the Delaware, 1 minute 52 seconds:
Utah, 4 minutes 44 seconds.

492

Utah.
35.7 percent

Delaware.

Backing power divided by ahead power.... 87.5 percent

These results are still further corroborated by the destroy-
ers. These vessels can easily steam ahead at 16 knots under
one boiler, but when called upon to maneuver they invariably,
as a matter of safety, start a second boiler.

Conditions (h) and (4)—Minimum Vibration of Hull;
Steadiness of Hull as a Gun Platform as Affected by Ma-
chinery.—In judging these points it seems only fair to base
the decision upon the results of target practice of the vessels
in service. If this is done, the decision could be given to the
reciprocating type of machinery, as the Delaware has just
won the championship of the battleship fleet, with the Color-
ado, another reciprocating engine vessel, standing second on
the list. From these results it appears reasonable to state
that, with well-balanced reciprocating engines, no ill effects
on gun fire should be expected.

CONCLUSIONS

Basing the choice between reciprocating engines and tur-
bines for battleship propulsion under existing conditions of
speed and power upon the above comparison of relative ad-
vantages of the two types, the advantage appears to rest most
decidedly with the reciprocating engines, and the Navy De-
partment has ruled accordingly.

COMBINATION SYSTEM

In the search for economy of propulsion through a wide
range of speeds, various combinations of reciprocating en-
gines and turbines have been proposed, both by the Bureau of
Steam Engineering and by the shipbuilders, but only one of
the systems has as yet been authorized, and that one is for
destroyers. It had not yet been tried out in-service, but
preliminary shop tests show a good gain in economy of the
main propelling engines at cruising speeds. This system, as
applied to the destroyers, depends entirely for its gain upon
the greater efficiency of the reciprocating engine at the higher
steam pressures over the efficiency of high-pressure turbines
of the reaction and the high-pressure nozzles of the impulse
type of turbines, no advantage being gained from increased
efficiency of propellers, as the reciprocating engines are on the
same shafts as the turbines. From some points of view this
combination is undesirable, and the gain in service must be
considerable to justify its retention.

With the other combination systems proposed, calculations
indicate that if the propulsive efficiency counted upon can be
obtained, these systems will all be very much more efficient
than either a straight turbine or straight reciprocating engine
drive at maximum power, will hold a big advantage over the
straight turbine drive through all ranges of powers, and will
hold its advantage over the straight reciprocating engine drive
until a minimum speed of about 11 knots is reached, when
the efficiencies become equal.

The “if” exists, however, and is caused by the danger of
the currents thrown to the rear by the big reciprocating en-
gine screws seriously affecting the rate of feed and direction
of flow of water to the turbine propellers. In addition, there
may possibly be another source of loss due to heavy leakage
of steam through the large change valves which must be fitted
to control the paths of flow of the exhaust steam from the
reciprocating engines.

In all of these systems, to adapt them to naval require-
ments, it is necessary to exhaust from the low-pressure cyl-
inders of the reciprocating engines at a pressure of not less
than 25 pounds absolute, when this engine is operating at full
power, and to by-pass as few of the stages of the turbine as
possible in order to obtain an increased economy of propul-
sion through a large range of powers.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, IQI2

TuRBINE CHANGES TO PRopUCE INCREASED ECoNOMY

The Parsons turbine as it exists in our vessels to-day is,
with very few exceptions, the same as the turbines of this
type which were fitted in the initial turbine vessel, the Chester.
The only improvements which have been made consist of
changes in blade angles, particularly in the low-pressure
stages, an increase in the number of rows of blades in these
same stages, and the fitting of nozzles for the admission of
auxiliary exhaust steam at several different locations along
the steam path.

With the impulse turbine, however, the advance over the
original naval turbines of this type, those of the scout Salem,
has been rapid. The number of stages has been very much
increased, both in battleship and in destroyer turbines, a drum
construction has been adopted for the lower-pressure stages,
steam balance for propeller thrusts has been provided, cruis-
ing nozzles for low fractional powers have been fitted, and
nozzles for utilization of auxiliary exhaust are now supplied
as in the Parsons turbines.

That these changes in turbines of the impulse type have
been accompanied by increase in economy has been thoroughly
demonstrated by experience with the machinery of the de-
stroyers, the economy of the impulse turbine showing up
nearly, if not fully, as good as that of the reaction type.
No opportunity has as yet been offered to obtain a measure
of this economy increase with the battleship types of impulse
turbine, nor will such opportunity occur until the Nevada is
ready for trial. ;

IMPROVEMENTS IN RECIPROCATING ENGINES TENDING TowARDS.
INcREASED Economy AND ReEpDUCTION IN WEIGHT

The steps taken in pursuit of the above objects are:

1. Increase in steam pressure at engine.

2. Change in design of engine framing.

Increase in piston speed.

Use of superheat, but to a small degree only.

. Reduction of clearances in cylinders.

. Decrease of frictional losses through steam ports.

. Positive circulation of steam through steam jackets.
. Reduced back pressure in low-pressure cylinders.

9. Increased ratio between low-pressure and high-pressure
cylinders, with consequent increased ratio of expansion of
steam.

10. Application of forced lubrication to all journals, cross-
head guides, eccentrics and thrust bearings.

While the following improvements, both with reciprocating
engines and with turbines, have been made:

11. Improved condensing apparatus resulting in
vacuum.

12. Rational designs of feed heaters based upon amount of
water to be heated and amount of auxiliary exhaust steam
available for heating purposes instead of using the old rule
of thumb of allowing a fixed number of horsepowers per
square foot of heating surface.

13. Basing steam-pipe design upon actual rate of flow of

io)

ON Aus

higher

‘steam through the pipes as determined by tests in service.

14. Reduction of feed-pipe losses to a minimum.

15. Improved evaporators and other auxiliaries.

In addition to’the above, the reliability of the machinery
plant has been improved by

16. Adoption of high-speed,
fans for battleships.

17. Turbine-driven forced-draft fans for destroyers, and
the most important of all,

18. The adoption of oil fuel for both battleships and de-
stroyers.

Considering the above changes in detail, the steam pres-
sures at the main engines since 1895 have been increased’

electric-driven forced-draft

DECEMBER, 1912

eradually from 150 pounds per gage to 265 pounds per gage
in the high-pressure valve chest, resulting in decreased size
of engine cylinders and in decreased size of steam piping for
equal units of power.

The engine framing of the vertical engines first fitted was
either of cast steel or built up of steel plates. On several
vessels trouble has been experienced with this type of fram-
ing, particularly when made of cast steel, and, in addition,
the weight was high. The Bureau of Steam Engineering, in
order to overcome these faults, designed and adopted a built-
up framing of forged steel for the Kearsarge and Kentucky,
and this style of forged steel, built-up framing has been
adhered to.

Since the adoption of this type of framing, framing troubles
are unknown, notwithstanding the fact that the weight of the
modern framing per indicated horsepower has been reduced
to about 3.3 pounds against 5% pounds for the old.

Since the design of engines for the Oregon were laid down,
there has been a gradual increase in piston speeds used, from
goo feet in that class to 1,000 feet in the Delaware class. This
increase in piston speed has been followed by decrease in
weight of the moving parts and has aided in holding down
the weight and height of the engine, although the stroke has
been increased from 42 inches to 48 inches.

In the use of superheated steam, the Bureau of Steam Engi-
neering has been rather conservative; at present there are
seven vessels in the naval service fitted for superheat, the
maximum degree of superheat obtained at the boilers being
85° F., which reduces to about 60° F. at the engines. These
figures are for full-power conditions, and an increase in
economy of about 6 percent is estimated to be obtained. At
12 knots, the cruising speed, the saving by the use of super-
heat hardly exceeds 3 percent.

The first experiences with the vessels fitted with superheat

were far from satisfactory, due to the rapid deterioration of .

the valves in the steam lines. These valves had cast-steel
bodies and cast-steel valve disks with monel metal seats. The
erosion and corrosion of the valve disks was very extensive,
and in a short period of service it became necessary to re-
place the cast-steel valve disks with disks of monel metal.
This substitution has been satisfactory and no further trouble
has been experienced.

The superheat has been used only on battleships fitted with
reciprocating engines or impulse turbines for propelling pur-
poses and has not as yet been used on any of the destroyers.

Reduction of clearances, decrease of frictional resistances
of steam through the steam ports and reduced back pressures
in the low-pressure cylinders have all resulted from one very
important change in the design of engine cylinders and valve
chests by substituting for the long-tortuous port a short direct
port. i

The result obtained by this change can best be shown by the
following table of comparison of cylinder clearances and
steam velocities :

Diameter of cylinders, inches:

Old Type. New No.1. New No. 2. New No. 3.
IETS tary Mistery pt ote 3214 3814 2 35
lis 18 saonsapodeoags 63 57 52 59
1 DS So oodacoRunote 2—61 2—76 2—72 2—78
Stroke of pistons,... 48 48 48 48
Percent clearances:
lal, ey onacnaucoeo DOG 28 16.17 13.88 138
I dE. Wao omogoubonoM 20.8 13.17 12.65 13%
In 12% oooc0000000006 18.5 12.485 12.02 12
Steam velocity, feet per minute:
H. P 5,670 6,565 6,723 6,402
8,262 6,678 7,883 7,517
10,833 10,446 9,947 10,281
5,480 5,340 5,289 5,078
6,670 6,180 5,909 6,087
7,450 7,914 7,199 7,298
7,390 6,937 6,612 6,500

In the last ten years the cylinder ratio of low-pressure to
high-pressure, for triple expansion engines, has been increased

INTERNATIONAL MARINE ENGINEERING

493

from about 7 : I to 10 1, including clearances. This in-
crease in ratio had been used previously in remodeling the
engines of the Cincinnati and Raleigh, with most excellent
results.
too much on the increased expansions obtained by fitting a
smaller high-pressure cylinder than that originally installed,

the steam pressure having been increased.

A serious mistake was made, however, in counting

The new high-
pressure cylinder was made 24 inches in diameter and the
ratio of low-pressure to high-pressure cylinder changed to
about 11% to 1. While the economy obtained with these en-
gines was most excellent, the high-pressure cylinders were
entirely too small and the engines have never developed the.
expected power.

By the adoption of forced lubrication for the main propel-
ling engines, the engine friction has been enormously reduced.
All the journals are oil borne, so that no metal to metal con-
tact occurs. The result has been that the amount of adjust-
ment and overhaul of the main engines has been decreased
to a very large extent, and the men who would have been
used for this overhaul work can now be used on the auxiliary
machinery to good advantage. This decrease in wear of the
bearings, and the cushion provided by the oil, has resulted in
a much better maintenance of alignment of the engines, has
reduced shocks on the machinery and has reduced vibration
due to these shocks.

In addition, there is considerable saying in oil at ordinary
speeds. At high speeds there still exists a heavy loss of oil,
due to splashing on the cylinder heads and also to loss by
evaporation from the hot surface of the lower heads.

When first fitted, the forced lubrication gave trouble, due
to oil being drawn through the low-pressure piston-rod stuf-
fing boxes. In order to remedy this defect, stuffing boxes
fitted with steam seals have been supplied, and later reports
indicate that where the steam seal is properly fitted no trouble
of this kind now exists.

That the foregoing changes have produced great economy
is amply demonstrated by the results obtained with the ma-
chinery installations of the Michigan, South Carolina and
Delaware.

With the advent of the turbine for marine propulsion, if
the full benefit of the new machine was to be realized, a high
vacuum in the condensers became imperative. In order to
obtain such vacuums, the Parsons Company originated the
vacuum augmentor, and this addition to the condensing plant
is used extensively in the naval service. In some vessels in
the service, in place of the ordinary air pump with augmentor,
air pumps of the dual type, as manufactured by Weir, have
been fitted, while in other vessels both wet and dry air pumps
have been used.

Of these systems, that with augmentors and also the dual
type appear to give the greatest satisfaction in service, and in
addition require less weight and space than the wet and dry
system. Abroad, a new system, known as the “Kinetic,” has
been developed, and all reports received concerning it have
been very favorable, but no example of this system yet exists
in the American naval service. In conjunction with these
improved systems has occurred an improvement in the tube
spacing and the baffling of the condensers in order that a
better separation of air from the water of condensation will
occur in the condensers.

The improvements in design of feed heaters, steam pipes
and feed pipes naturally followed on the measurements of
water consumptions of the tnachinery taken during the ac-
ceptance trials of the vessels. These measurements placed in
the hands of the Bureau of Steam Engineering data of great
value, and that bureau has attempted to use the full value of
it in proportioning these important items.

For instance, the feed heaters of the Delaware were, for
lack of data, proportioned on the basis of so many indicated

494

horsepower per square foot of heating surface, and the two
heaters combined have a total heating surface of 2,100 square
feet. In her sister ship, the Utah, the same degree of feed
heating is obtained with heaters having a total surface of only
512 square feet.

In the search for economy, the Bureau of Steam Engineer-
ing has adhered strenuously to the use of feed heaters with
auxiliary exhaust steam as the heating medium, using any
excess of exhaust in the low-pressure turbines or the second
receivers of triple expansion reciprocating engines. This
utilization of the auxiliary exhaust has not been to the taste

-of the turbine manufacturers who prefer to use all of this
steam in the turbines, depending for feed heat upon that
derived from steam drains discharging into the feed tanks.

The improvements in evaporators consist mainly in the
adoption of double effect connecting and in throwing open
the gates to other than the standard bureau design, although
these are not the only changes from former practice. Evapo-
rator feed heaters using the vapor from the evaporators. as
a heating medium have been fitted, and vapor pipes, better
designed for the amount they have to carry, are installed.

Until the adoption of electric-driven blowers for battleships
and other large vessels and of turbine-driven blowers for
destroyers and small vessels, the successful outcome of any
heavy forced-draft run was always endangered by the unre-
liability of the blowers. Since the adoption of these types of
blowers this danger of breakdown has been almost entirely
eliminated, and, so far as the destroyers are concerned, the
blowers may be classed as one of the most, if not the most,
reliable of the auxiliaries fitted.

Ort Fuet ror Destroyers AND BATTLESHIPS

In deciding to adopt oil fuel for use on battleships and de-
stroyers, the Navy Department took into account the follow-
ing advantages which would be gained by its adoption:

1. Less fuel required for any given radius of action, con-
sequently less percentage of displacement and less bunker
capacity required for the fuel.

2. Increased boiler efficiencies.

3. Decreased fire-room force.

4. Less deterioration of boilers due to maintenance of more
even temperatures.

5. Ability to maintain high powers for indefinite periods.

6. Less deterioration of ship’s structure due to there being
no water or ashes in the bilges.

7. Greater cleanliness.

8. Greater ease in replenishing fuel supply, both in port and
at sea.

9. Less floor space required for the development of a given
power.

ro. Greater ease in control of steam supply.

In opposition to these undoubted advantages the following
disadvantages exist:

t. Fuel oil less widely distributed over the earth than coal.

2. Greater unit cost than coal.

3. Greater danger of fire than with coal.

The reply to the first disadvantage is that in time of war
a fleet operating far from a base would depend upon fuel
ships for replenishing her bunkers, and that oil can be carried
in bulk as well as coal, and bases where stores of oil can be
kept on hand are as easily established as are bases for coal,
and such oil bases would have, in case of danger of capture
by an enemy, the additional advantage of being much more
readily destroyed, together with their stores of fuel, than are
coal bases.

The second disadvantage, that of excess cost over coal, is
more than compensated for by the quoted advantages.

The third disadvantage, that of danger from fire, is very
thoroughly guarded against by storing the oil in compart-

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I9I2

ments remote from the boiler rooms, and situated well below
the waterline of the vessel. In addition to these primary pre-
cautions, additional safeguards are provided which render the
danger from fire fully as remote as the danger from magazine
explosions.

Upon deciding on the adoption of oil as a fuel for the naval
service, the Bureau of Steam Engineering examined carefully
all the systems for burning oil that now exist and finally de-
cided upon that of mechanical atomization of the oil as the
one most suitable for naval use.

In this system, the oil is pumped through heaters to the
burners, within which it is given a whirling motion. The
small central core of oil, discharging through the tip orifice
with this whirling motion, the oil flies off and forms a cone
of fine mist. This oil mist mixes thoroughly in the furnace
with air which passes into the furnace through a cone regis-
ter surrounding the burner, the register having adjustable
openings and guide vanes so that the amount of air to each
burner may be regulated and the direction of flow of this air
be slightly oblique to the axis of the cone of oil.

The success of the system depends almost entirely upon the
proper handling of the air. Improper air regulation will pro-
duce a series of rapid explosions of oil in the furnaces with
consequent destruction of the brick linings of the furnaces.
With proper handling, the oil burns almost noiselessly, and the
amount of smoke produced can be held absolutely under
control.

In the first battleships fitted with oil fuel, the oil was only
fitted as an auxiliary fuel and was intended to be used as an
aid in keeping up steam when the coal shguld be so low as to
be remote from the fire-rooms and so require excessive trim-
ming. The results obtained with this mixed system are not to
be rated as good nor were good results expected, as the fur-
nace volumes of coal-burning are too small to permit efficient
burning of oil. Furthermore, when burning the oil and coal
in combination it is impossible to so regulate the air supply
that each fuel will obtain the proper amount. This results
in excessive production of smoke and no increase in steam
production over coal alone.

CoNCLUSION

With such a large field to cover as suggested by the title of
this article, the limitations as to length of the article prohibit
anything more than a brief discussion of each point consid-
ered, but it is hoped that what has been presented will ’assure
the Society of Naval Architects and Marine Engineers that
engineering progress in the naval service has not ceased, and
that the Bureau of Steam Engineering, greatly assisted by its
co-workers in the development of the navy—that is, the other
technical bureaus of the Navy Department and the engineers
of the various shipbuilding yards engaged in naval work—is
to-day at least as progressive and as free from ultra con-
servatism as it has ever been in its history.

New GermMAn Suipprnc Ruies.—New rules for ocean-
going steamships were approved on Oct. 28 at a conference
held at the German Ministry of the Interior, at which repre-
sentatives of the German Ministries, the Federal Council and
the shipping interests were present. The new rules deal with
the questions of bulkheads, lifeboats, wireless telegraphy and
the reporting of icebergs. All passenger steamers carrying 75
persons, including the crew, and freighters carrying a crew of
60, must in the future be equipped with wireless telegraphy
having a radius of 100 sea miles, and these vessels must carry
a certain proportion of skilled oarsmen to.man the lifeboats.
The existing regulations as to bulkheads have also been thor-
oughly revised.

DECEMBER, 1912

INTERNATIONAL

MARINE ENGINEERING

GENERAL VIEW OF THE KANGUROO WITH OPENING AT THE BOW FREE

Transport Ship for Submarines

The illustrations on this page give different views of the
transport ship Kanguroo, built by the Société Anonyme des
Chantiers et Ateliers de la Gironde, Bordeaux, France, for
Messrs. Schneider & Company, of Creusot, for the transporta-
tion of submarine boats on long sea voyages. The Kanguroo
was described on page 353 of our September number. The
accompanying illustrations, however, give a better idea of the

THE SUBMERSIBLE SHORED UP READY FOR TRANSPORT

method by which the submarine is placed on board the ship
for transportation. For this purpose the vessel virtually be-
comes a floating dry dock, the forward part of the ship is
afterwards closed and the vessel becomes an ordinary cargo
boat.

THE SUBMERSIBLE ENTERING STERN FIRST

THE SUBMERSIBLE AFLOAT IN THE

KANGUROO

496

Notes on Fuel Economy as Influenced by Ship Design

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

BY E. H. RIGG

In recent years we have witnessed great progress in marine
engineering; new types are striving for first place, each hav-
ing its advantages and its advocates; geared turbines, oil and
gas engines, electric transmission and other schemes, each
offering economies of fuel and therefore lesser operating
expenses.

The latest transactions of the technical societies concerned
all contain papers bearing on the subject, especially the one
read before the Northeast Coast Institution last April and the
one on the geared turbines on the channel steamer Normanmia,
read before the Institution of Naval Architects this year, to
say nothing of many important papers read elsewhere.

These all point out the possibilities of ecenomy from the
point of view of machinery savings. It is the object of these
notes to point out possible economies due to efficient ship de-
sign, because savings are being made by naval architects, as
well as by marine engineers.

Cheapness of operation is one of the necessities for com-
mercial success in a competitive age. The problem of evolvy-
ing economical ship forms is an intricate one, and a study
of the records of this society will show that much time and
money have been spent in the pursuit of efficient forms, which
is another way of saying economy.

Experimental tanks have been built in all the leading mari-
time countries, and commerce is slowly but surely beginning
to reap the benefits. Not only has ship form come in for the
attention it deserves, but we have lately witnessed renewed
efforts to solve propeller problems, so necessary to keep up
with the higher speeds of revolution demanded by the new
types of propelling machinery.

It is at once evident that the naval service has reaped the
greatest benefit of the study devoted to ship propulsion; per-
haps this is only natural, the pioneer experimental tank in our
country being the government one at Washington. That this
tank pays is evidenced by the difference between the Con-
necticut trials and those of the Michigan. The average ship
of the Connecticut class required 15,700 indicated horsepower
for 18 knots, whereas the later design, of identical displace-
ment and type of machinery, required only 13,100 indicated
horsepower for the same speed. This means that for 10,000
miles the saving in coal amounts to some 1,100 tons at 18
knots; this can be fairly credited to the experimental tank and
its able staff.

Our destroyer designs are also good examples of efficient
propulsion; the way in which the recent vessels have gone
through their trials compared with those of twelve years ago
needs no comment.

The best speed at which to run a merchant vessel is not a
question that the builder has much to do with. The distance
between ports, proportionate values of passenger and freight
business, the nature of the cargo, mail-carrying requirements,
character of the waters traversed, and the competition to be
met are the prime factors in determining this speed. Once it
has been decided upon, the builders should be allowed to
settle the dimensions best suited to the speed and the work
(passenger and freight accommodations) expected of the ves-
sel. It is surprising how many vessels are run at unsuitable
speeds, some unavoidably so on account of passenger accom-
modations; but the majority could well have been reconciled
in the design stage as regards the dimensions, speed, capacity,
stability, trim and deadweight.

* A paper read before the Society of Naval Architects and Marine
Engineers, New York, November, 1912.

When the owners decide on their real service speed, the
builders should not be required to run a measured mile trial
reaching a top speed out of all proportion to the service speed ;
it can only be done at a sacrifice of efficiency elsewhere, prob-
ably in the fining of the ship and consequent reduction in
carrying capacity.

In fast passenger liners the proper reconciling of speed and
dimensions may very well spell success or failure to the whole
venture; this should be recognized and some time devoted to
preliminary design work and model tank tests. The prelimi-
nary work on the Mauretania designs furnishes a case in
point. Why should not corresponding care and attention be
devoted to less ambitious designs? That many owners are
seeking to get the maximum out of their investment is evi-
dent when we consider the number of special types lately
coming to the front, all designed with a view to the utmost
efficiency in their particular line, not only for driving but more
especially for cargo handling and storage.

The following examples have been collected from recent
experience in general design work, with the hope that others
will be brought forward in discussion by those whose daily
experience has been along similar lines.

ExAmMp_Le No. I

Advantage of model tank experiments on hull forms and of
careful propeller design.

The data below can be vouched for, the two vessels being
tried over the same course, Delaware Breakwater; both were
deep load draft trials and progressive runs were made.

It will be noticed that the displacement of the larger vessel,
the model of which was tried in the tank, is 46 percent in ex-
cess of the smaller, and the power identical at cargo vessel
speeds. The larger vessel would take even less power at sea
than the smaller on account of size. The first vessel is an
oil tank ‘and the second a United States naval collier of the
Mars class.

The figures below speak for themselves:

ITEM. Year of 1903. Completion, 1909
IWYBIN oocccccad0o 00000 DDUCKODDODUSOGO 360 ft. 0 in 385 ft. 0 in.
Breadth sey tscrcvatetcwtax-teiicisysyevecns sis euse hore 46 ft. 3 in 53 ft. 0 in.
IDSERTE | Goscocon0ongendaC DSO UbHoODOOOOO GD 20 ft. 7 in 24 ft. 8 in.
DisplacementeinmtonSmuee eters: 7,700 11,260
Blockiicocthcientaere reenter -786 784
Propulsion, system of. . . Single screw Twin screw
I. H. P. for 10 knots 1,525 1,550
ee we torleknotswereireyrceie cc cromtionrcr: 2,125 2,100
I LEI, 12, sHope IED VENI socoocacc00000000 2,500 2,400
Ie El, 124, tts? WV oococaceccebo0e00000 5600 2,800
Dead weight carried in tons............. 5,000 7,400

EXAMPLE No. 2

An interesting case of extravagant design came up recently.
A shipping firm had plans of an 11-knot steamer built in
Europe of the following general dimensions: 400 feet by 52
feet by 34 feet. They wanted a duplicate built here, but with
machinery for Io knots only. The suggestion that the steel
hull could be built 6 percent cheaper to modified dimensions
without affecting the coal bill was rather a shock to the pros-
pective owners. The vessel as redesigned, with identical dead-
weight, draft and cargo capacity, worked out at 370 feet by 54
feet 6 inches by 35 feet. The power worked out as follows:

ITEM. 400-Ft. Ship. 370-Ft. Ship.
a
Skin HAP eas scieriens iso poe + 685 645
Ryasielheyay 19, 18G Ioacsooaoc0cc000000 365 405
INE, coSoo0cpnO doo pODO000000 1,050 1,050

These are for 10 knots in each case. In addition to less first

DECEMBER, IQI2

cost, the shorter boat will be handier at sea, more easily taken
care of as regards stability, and occupy less space at piers.
There was no question of repeating an order.

; %

Examp_e No. 3

In heavy bulk carriers it is desirable to know how full a
vessel can be made, keeping capacity down and so haying no
more ship than is necessary. A majority of ship designs on
this coast are prepared for light cargoes occupying large
space, where ship dimensions run large per ton deadweight;
hence the saving in ship dimensions possible when carrying
ore, for instance, is apt to be overlooked.

These vessels are frequently run at only 9 knots, even
though they have some margin of power; the problem resolves
itself into one of finding the range of dimensions where the
total resistance remains constant, even though the component
parts vary. In a design to carry 7,000 tons deadweight it was
found practicable to increase block coefficient from .75 to .78
and reduce length from 360 to 340 feet for the same effective
horsepower at 9 knots; this represented a 5 percent saving
in steel hull. Beam and draft remained constant.

This problem and the preceding one are merely examples of
searching for the economical limit of speed, on which subject
a good deal has been published from time to time.

While the temptation to keep power down by fining the
ship is a strong one, especially when owners expect a very
low coal per diem rate, ship designers should never allow
the dimensions to run up beyond what this somewhat elusive
economical limit requires.

ExampLe No. 4

Quadruple expansion machinery versus triple for long voy-
ages.

The author recently had a very forcible example of the
saving possible if quadruple expansion machinery were fitted
in a cargo steamer designed to carry 7,000 tons of paying
freight for a distance of 14,000 miles, oil burning. The figures
came out as follows:

ITEM Quadruple. Triple.
IEC Gncoss Fac paso OrO atOe oc 400 ft. 0 in. 410 ft. 0 in.
Breadth Preyereye serch cre chavavelers Goapeys ese oenseareeerts 53 ft. 0 in. 53 ft. 0 in.
Dra t Corey tee ieee ates bs exc eee eee 27 ft. 0 in. 27 ft. 0 in.
Hip maton teers) asic cies crease Siero nee 4,125 4,160
Carngosstonsies. pryacc coos ono ae Beene 7,000 7,000
Oil icrewaandiwatereeeeeeee eee eee EE Eee 1,900 2,200
IDisplacemien tirayctarsrtsieyckes clave el -jstesn ovneretee neh 13,025 13,360
Speedpuknots usrtn tote nrecl oni cie se oe 11 11

ni lek dty ncanoch dua eo Econ ado 2,750

$2,500 ( £510)

Savings per voyage........... Sacre ie
$10,000 ( £2,050)

IDX tramirstn COStemety ata. ciao Oe ee

It will be seen that the extra first cost is recovered in four
voyages, and after that a steady gain per voyage is apparent.
This is not strictly an example of economy due to ship form,
but has been inserted as being perhaps of interest.

EXAMPLE No, 5

From the point of view of economy due to machinery, it
can be shown that single-screw propulsion is cheaper than
twin screw, the advantage of twin screw being in greater im-
munity from breakdown, a point by no means negligible in
passenger and perishable cargo ships. This is well known to
the members of the Society, and is only mentioned to make
the examples more complete.

mh
ExAmpLe No. 6

Recently published photographs of our latest battleships
in dry dock reveal a peculiar bulbous form of bow, the load
waterline being narrowed and the displacement made up by
filling out the lower waterlines. Experiments at the model
tank in Washington show a material saving due to this form,

INTERNATIONAL MARINE ENGINEERING

497

the bow waves being naturally lessened by the fine upper
waterlines.

The superintendent of one of our coastwise lines of steam-
ers has had the courage to adopt this form of bow for a
12-knot. cargo steamer, in which a 3 percent saving would
mean a ton of coal per diem, a by no means negligible amount
when figured in dollars per annum. It is to be hoped this will
be realized in service.

ExAmPLE No. 7

It is well known that river steamers at certain speeds and
in certain drafts of water create excessive waves, causing bad
erosion of the banks, besides damage to shipping.

A firm of owners recently had conducted for them experi-
ments with several models to see what could be done to reduce
this wave under their operating conditions. The tank finally
showed them the best lines on which to lay down the vessel for
minimum wave-making, the speed being obtained with less
power in addition. This also reduced the slowing up necessary
to prevent damage to shipping along the banks. The top speed
was obtained in deep, smooth water for less power with the
model that gave best results in shoal water. The vessel is
410 feet long and of 8 feet draft.

In 20 feet of water a saving of some 5 percent resulted at
working speeds. At low and moderate speeds up to about 18
knots, the best model for shoal water was the worst in deep
water, but this could well be ignored in a river steamer.

Examete No, 8

A sound steamer of wide beam relative to draft, having
flared guards. The plans submitted for bids had a midship
section which, while good for stability, seemed to be capable
of considerable improvement from the point of view of the
coal pile. Recognizing the necessity of keeping the same sta-
bility, a fuller midship section was designed. At the expense
of 2 percent increase in the shell and framing of the vessel,
an 18 percent saving can be made in the coal bill; in other
words, the improved lines would cut the power from about
2,750 to 2,250, indicated, at 16 knots on a deep-water mile
trial. The vessel was 270 feet long and of some 2,250 tons
displacement.

Anyone who keeps up to date with the transactions of this
and kindred societies will know what valuable original re-
search work has been placed on record during the last few
years. These notes make no claim to originality, but merely
attempt to show, from the point of view of the practical de-
signer of ships, the results presented in another form by our
fellow designers working at experimental tanks and in col-
leges along more purely scientific lines than are possible at a
shipyard, where the contract delivery date generally places a
strict limit on the amount of preliminary investigation possible
before the design has to take concrete form in the mold loft
and the shops.

Tests oF CorruGATED Hurtrts.—Naval Constructor David W.
Taylor, U. S. N., will conduct a series of tests on models of
ships with corrugated sides at the Washington navy yard
during this winter. Four merchant ships of this type have
been built in England and proved successful. It is expected
that the same idea might be applied to battleships with a
marked saving in propulsive power. Two outward curves, 2:
inches deep, run the length of the ship between the load water-
line and the bilge. Between the convex curves is a concave
surface of equal depth. This partial application of the tube
principle greatly increases the strength of the hull as well as
increasing the propulsive efficiency of the vessel.

498

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I9I2

An Electrically Propelled Fireproof Passenger Steamer*

BY WILLIAM T. DONNELLY AND GEORGE A. ORROK

The plans herewith submitted show a vessel 275 feet long
over all, 260 feet on the waterline with an extreme beam of
68 feet and a molded breadth at the waterline of 45 feet 8
inches, designed to have a displacement of 1,714 tons on a
draft of 10 feet. The hull is designed to have a double bottom
for a length of 188 feet and double sides carried up to the deck
for a length of 109 feet, corresponding to the machinery and
boiler space. It is also intended to make the coal bunker space
on each side of the boilers with semi-watertight doors, which
will add a large additional factor of safety. The design pro-
vides for seven watertight bulkheads carried up to the deck
and there is no provision for openings; that is, so-called
watertight doors through bulkheads are to be entirely elimi-
nated.

By referring to the general design elevation it will be seen
that the vessel is to have three full decks and that the pilot-
house and officers’ quarters comprise a fourth.

_ The boiler space is divided by watertight bulkheads into two
fire-rooms, and the boiler casing is carried up through the

VAROSTLE VALVE

duction of the power, and the use and control of the power
be centered in the hands of the executive officers of the ship,
as it clearly should be. To this division of responsibility
electricity lends itself in a marvelous way.

Granting the broad application of electric generation and
propulsion to steamships, we have before us new conditions
altogether unexpected and surprising. In the Grand Republic,
a steamer in comparison with which the plans herewith are
submitted, we have a vessel in use for not more than four
months in the year. For the remaining eight months we have
an investment totally incapable of any use. In the power
plant of the steamer here shown we have a generating plant
of 3,000 horsepower, which can deliver itself to any location
on navigable water and deliver 3,000 horsepower in electric
energy utilizable for any possible purpose, either for light or
power, and if this system were to be applied to a freight
steamer it is equally apparent that instead of the power plant
of the steamer being useless when in port all the power would
be available for handling cargo or for any other purpose.

‘TURBINE CENLAATOR

FIG. 1.—SECTION THROUGH ENGINE ROOM

center of the superstructure. The engine-room space is also
surrounded by steel housing in such a way as to prevent the
possibility of steam escaping into the passenger space.

The superstructure and decks are to be built entirely of
light steel, no wood being used except as a guard strip on the
outside, and with this construction it will be practically im-
possible to start or maintain a fire in any part of the boat.

Attention is called to the detailed design for the steel deck,
in which very light plates are used running across the vessel,
with their edges flanged and united to steel carlins. The upper
surface of the plating is to be covered with canvas, which
makes a watertight and weather-proof joint where the plates
meet. The carlins are to be supported by 6-inch steel I-beam
stringers carried on steel pipe stanchions. It should be here
mentioned that these steel pipe stanchions and steel stringers
under carlins are now in use on the highest class of river
passenger boats.

At the present time all steam engines are controlled by the
engineering staff through signals from the pilot-house. In
the case of the electrically-propelled steam vessel this double
control, involving a signal between two parties, will be elimi-
nated, the operating staff would deal solely with the pro-

* From a_ paper read before the Society of Naval Architects and
Marine Engineers, New York, November, 1912.

The design of the machinery for the vessel whose plans are
here presented has been treated from the viewpoint of the
central station, the control of the motors driving the three
shafts being in the pilot-house, making the load on the leads
to the motors (corresponding to the load on the feeders) as
independent of the generating apparatus as in a power station.
‘Ine generating units are standard pieces of apparatus, gen-
erously proportioned for continuous service, which have been
developed to meet the exacting conditions of central station
lighting service. They are provided with an automatic oiling
and water-cooling system and the various attachments which
have been proved necessary to insure the required regularity
of operation.

The two units, 1,500 kilowatts, 80 percent power factor,
maximum rating, are located side by side on a specially con-
structed portion of the main deck in a glass enclosure where
suitable ventilation may easily be secured for the generators.
Each turbine has an exciter direct connected“on the main
shaft, and the exciter regulation is automatic in its character,
only requiring attention during the starting and stopping of
the unit. One 25-kilowatt, steam-turbine-driven, independent
exciter is also installed for starting up and to furnish lighting
for such times as the main units are not in operation.

Directly below the turbines are the condensers, each of 3,000

DECEMBER, 1912

INTERNATIONAL MARINE ENGINEERING

499

S| a
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FIG. 2.—OUTBOARD PROFILE OF THE ELECTRA

square feet surface, with the other necessary auxiliaries, feed
pumps, bilge and fire pumps, etc. The condensers are pro-
portioned to maintain a 28-inch vacuum with the 7o-degree
water prevailing under summer conditions in New York
harbor. The circulating pumps are turbine-driven, and under
normal conditions will deliver 5,000 gallons per minute through
the condensers.

The hot-well pumps are on the same shaft as the circulating
pumps, and have a capacity of 150 gallons per minute against
a head of 50 feet. These two pumps are of the centrifugal
type and of standard design. In the wings on either side of
the condensers are the two air compressors, which are also used
for air pumps, and will, by a special device, discharge either
at atmospheric pressure or at Io pounds gage. Either unit, as

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an air pump, has a capacity sufficient to handle both con-
densers, and the air suction pipes are interconnected.

The two turbine-driven centrifugal feed pumps are also
located in the wings. Each pump has a capacity of 200 gallons
of water per minute against a head of 7oo feet, and one unit
will be sufficient to feed the boilers except on special oc-
casions. These pumps are run under nearly constant speed
conditions, and are provided with an unloading device which
by-passes the feed-water should the feed valves be entirely
shut.

Two bilge and fire pumps are also provided, each of 150

INTERNATIONAL MARINE

S527 2 Lae

ENGINEERING DECEMBER, 1912
minute. They are provided with collector rings and are con-
trolled by means of varying the external resistance. The
motors and generators are so designed that the current under
a dead short circuit does not exceed two and one-half times
the full-load current.

The controllers for the three motors are in the pilot-house,
and are fitted with interlocking devices as well as an auto-
matic timing device. All the motors may be started, brought
to any speed up to full speed, reversed or stopped by the
manipulation of the three controller handles, one for each
motor. In addition, signaling devices are installed in both

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gallons capacity, and a fresh-water tank pump of 50 gallons
capacity for the make-up feed from the tanks. Above the
feed pumps two open heaters, each of a capacity of 50,000
pounds of water per hour, serve to heat the feed-water by
mixing with the exhaust steam from the auxiliaries. The
turbine-driven auxiliaries have been proportioned to furnish
about 90 percent of the steam required to heat the feed-water
to 208 degrees F., and a live steam connection will be provided
for the additional heat should its use be desirable. Suitable
atmospheric exhaust connections and valves are provided, and
the auxiliary exhaust has an oil separator in front of each
heater, although but little oily steam will be present, as most
of the auxiliaries are turbine driven. All of the small turbine
bearings are ring-oiled and will require very little attention.

Immediately astern of the condensers and auxiliaries are the
three 1,000-horsepower induction motors and the thrust bear-
ings. These motors are very generously proportioned. They
have 24 poles and a normal speed of 300 revolutions per

Inve R COSTAL /7LB3 GL To MLEsr.
BOMER 4 MACHINERY SAACE (9185 RS

4.—MIDSHIP SECTION

engine room and boiler room as well as the usual bell and
speaking tubes.

The fire-rooms, two in number, each containing four water-
tube boilers in two batteries, are located forward of the
machinery space. The coal bunkers are in the wings on either
side of the batteries. Each boiler has 1,635 square feet of
heating surface and 44 square feet of grate surface. The
steam pressure will be 250 pounds gage, and the steam will
be moderately superheated. The steam main is in duplicate
with cross connections, as is the feed-water main, and both
are of the highest grade. The steam piping is of steel pipe
with Van Stone joints, steel flanges, fittings and valves. The
feed piping is brass with brass valves and fittings. All boiler
connections have two valves between the boiler and the pres-
sure main, and the automatic stop-check valves usual in the
best power-house practice will be installed. Each boiler is pro-
vided with steel, extra heavy safety valves of navy pattern.

The boilers are served by three stacks—one for the forward

DECEMBER, 1912 INTERNATIONAL
pair, a large one for the middle four boilers, and one for the
after pair. These stacks are 6 feet 6 inches and 8 feet in
diameter and 72 feet above the grates. Forced draft has been
provided for but the machinery will not be installed.

LIST OF MACHINERY

Weight

Eight water-tube boilers: in Tons.
Grate—sturntacess44arsq ami tamea Ch eerie errs 352 sq. ft. total |

Heating surface, 1,635 sq. ft. each........ 13,080 sq. ft. total } 105.0
ISRO SoudncoduobebocuaueDH Oo ddooUCopoaoEaGoe 250 pounds |

Main generating units:
Two 3-phase, 60-cycle, 1,500-K. W. maximum 24-hour rating,
35 deg. C. rise, 3,600 R. P. M., 2,200 volts, 80 percent

[ONE SE TSUCIS 95 5 colo ame and 0.09 bo OO CEIee Olid lb t Di terete 57.5
Three 1,000-horsepower induction motors, 24-pole, 300 R. P. M. 33.5
sihxeemsetsmofuswitchessandmcontrollerseepe eerie 20.5

Two condensers, 3,000 sq. ft. cooling surface each
Two combination turbine-driven centrifugal pumps §

cawopindependentwexciteqisetSEeeeierrenErniciirseri rier 3.0
Two turbine-driven centrifugal feed pumps, 200 gallons each.. 2.0
Two bilge and fire pumps, 150 gallonst == = iL
Two tank pumps, 50 gallons i "i
Two air compressors for 10 pounds pressure................. 4.0
Sie AAG! CUNSP WME occaccccccnencd00ctpoDCDNGCDONRDNN 5.0,
Two) open heaters, 50,5000) pounds per hour.....:........... 2.0
Mhreempropellermshaltsmmaceheeereeee eee icterr retire ralcls ial fy
sihreempropellersyer eee eee Oe eta ieee ere lial tre ccronsfeueiokt 3.0
Steel foundation for supporting machinery ................. 25.0
Motalgweich totenachine hyeieettr trait reiterate yt itre 298.5

All auxiliary machinery is in duplicate, and, as far as pos-
sible, turbine-driyen units are used.

The total weight of the machinery, including propellers,
shafting, auxiliaries, switchboard, boilers, piping and .water
in boilers and condensers will probably not exceed 300 tons.

MARINE ENGINEERING 501

Allowing steaming time of ten hours at full power per day
for 100 days, corresponding to the summer excursion season,
the saving in coal would amount to 3,000 tons, which at $3.00
(12/6) per ton would mean a saving of $9,000 (£1,850), and
this amount, capitalized at Io percent, would warrant an
additional investment of $90,000 (£18,500), which, it is believed, |
would more than cover the difference between the cost of the
present type of boat and the one here presented.

Besides this saving in fuel there would be an additional
economy in the matter of oil and general maintenance charges
incidental to operating marine engines.

Super- Dreadnought New York Launched

The United States battleship New York, which is of the
super-dreadnought type, was successfully launched Oct. 30 at
the New York navy yard, Brooklyn, N. Y., in the presence
of many distinguished guests, including the President of the
United States, the Secretary of the Navy, the Governor of
New York State and his staff, numerous officers of both the
army and the navy, and many other persons prominent in the
political and financial life of America. The launching weight
of the hull was about 10,000 tons, and the vessel was released
by a system of hydraulic triggers. The New: York, like her
sister ship, the Texas, which was launched May 18 by the

LAUNCH OF THE UNITED STATES BATTLESHIP NEW YORK

This figure includes the steel seatings for the generating units
and motors. Considering an equivalent of over 3,000 indicated
horsepower in the motors, the weight of machinery is ap-
proximately .1 ton per indicated horsepower.

Besides the saving in deck space, in this case about 4,000
square feet, by the substitution of screw propulsion for
paddle-wheels, the saving in weight over the vertical beam
engine type with return tubular boilers is much more marked,
as the average of a number of these boats gives for the
machinery weights a figure of between .20 and .25 ton per
indicated horsepower.

The coal consumption of vessels of the type of the Grand
Republic is not far from 3.25 pounds per indicated horsepower
under test conditions. With the ordinary running it would
necessarily be larger. The vessel here described should, under
test, give results approaching 1.5 pounds of coal per indi-
cated horsepower-hour, and under ordinary operating con-
ditions the saving in coal alone would probably amount to
about 2 pounds per indicated horsepower-hour.

Newport News Shipbuilding & Drydock Company, Newport
News, Va., is 565 feet long on the waterline, 95 feet 25¢ inches
beam, extreme, 28 feet 6 inches mean draft, with a mean
trial displacement of 27,000 tons and a full-load displacement
of 28,367 tons. The vessel is designed for a speed of 21 knots,
power being delivered to twin screws by two sets of triple-
expansion reciprocating engines aggregating 28,100 indicated
horsepower. Steam is furnished by fourteen Babcock & Wil-
cox watertube boilers, located in four separate boiler rooms.
The total bunker capacity is 2,850 tons. The main battery
consists of ten 14-inch, 45-caliber rifles, mounted in five twin
turrets located on the center line of the ship. There are four
2i-inch submerged torpedo tubes, twenty-one 5-inch rapid-
fire guns, four 3-pounder saluting guns, two i-pounder semi-
automatic guns for boats, two 3-inch field pieces and twe
machine guns. The hull is heavily armored, the belt armor
being 12 inches thick amidships. The turrets are pratected by
14-inch armor. ‘Tockolith, a special cement paint, is used to
protect the under-water hull from deterioration.

Salvage Dock for Submarines

On March 11 a new salvage dock for submarines was de-
livered to the French Admiralty by her builders, the Ateliers
& Chantiers de la Loire. She left St. Nazaire for Toulon,
her home port, which is the home port of the Mediterranean
French submarine fleet, and the place where many of these
boats were built. The dock was towed to its destination by
two powerful tugs, convoyed by a third steamer carrying the
necessary supply of coal and provisions. The main dimen-

sions of the dock are as follows:

ILemMein Over alll cocooccodccgoeo0000 322 feet 10 inches.

Mainmbreadithwaartemerersccerr core 84 feet.

Breadth of each of the floating ;
pontoons 20 feet 8 inches.

Dep thymsenanneacoeee 26 feet 3 inches.

7 feet 8 inches.
II feet.
2,3C0 tons.

Draft with coal and provisions.....
Draft with a load of 1,000 tons....
Displacement

The dock consists of two hulls or pontoons, joined to-
gether with ten steel frame girders, leaving a space 40 feet
wide between the inside plating of the two hulls. Forward,
these two pontoons are connected together, giving the bow
the appearance of an ordinary tramp steamer. The two pon-
toons have been designed not only for maximum strength, but
also for maximum stability, which is indispensable in salvage
work. The starboard and port pontoons are exactly alike.
The inside bulkheads are vertical plane surfaces, while the
outside shell is built on the lines of a large lighter. The bot-
tom is flat, and amidships the sides are nearly vertical, but
towards the stem the lines become somewhat sharp, and at
the stern they are very fine.

On each of the ten transverse girders are two tackles, one
on the starboard side, the other on the port side, which are
used for supporting the hull of the submarine. Each tackle

J el
aoe Mie Tete

FRENCH SALVAGE BOAT

is operated in connection with a hydraulic jack, which is used
for making the strain uniform on all of the tackles, so that the
tackles can be placed in operation either all at the same time
or some of them independently. The power for this work is
obtained from two electric generators having a total power of
150 kilowatts. Each tackle is tested individually for a load
of 75 tons, making the total lifting power for the twenty
tackles 1,500 tons. All that this apparatus is designed to lift,
however, is 1,000 tons, so there is an ample factor of safety
in the apparatus.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

The power plant, which is located forward, consists of a
Niclausse watertube boiler of 1,290 square feet heating sur
face. ;

The two pontoons, as well as the forward part of the ship,
are divided by numerous longitudinal and transverse water-
tight bulkheads.

In the bottom there are water ballast tanks

SALVAGE DOCK——-FROM STERN LOOKING FORWARD

having a total capacity of 200 tons, which are used to obtain
the best trim available under whatever circumstances may
exist. There are accommodations for a crew of twenty in
the forward part of the ship.

As compared with the German submarine salvage ship, the
Vulcan, the new French salvage dock has no self-propelling
machinery. It is reported that the German ship is able to
steam at a speed of 12 knots under favorable conditions of
weather. On the other hand, in bad weather the French dock

FOR SUBMARINES

will be difficult to maneuver, and since, as a rule, submarines
get into trouble on the coasts, it is expected that this dock
will have some difficulty in working in such surroundings,
under the control of tugs, unless the weather conditions are:
ideal.

Owing to the fact that the French dock has a very small
draft, even with a load of 1,000 tons, she can be used suc-
cessfully in shallow water, which is important for the salvage
of submarines. The machinery on this dock was built in the
Nantes Works and the hull in the St. Nazaire yard.

INTERNATIONAL MARINE ENGINEERING 503

DECEMBER, I9I2

McAndrew’s Floating School

BY CAPTAIN (G5 Al McALLISDER®

CHAPTER I

Introducing James Donald McAndrew

“Tm tired of shoveling coal and being bossed around,” re-
marked Tom O’Rourke, one of a party of four husky young
fellows who, at the end of a voyage, were just banking the
fires in the stokehold on board the coasting steamer Twsca-
rora, then lying at her pier on the East River. This remark
brought about a general laugh from the other members of
the party. “Well,” replied Jim Pierce, after the laugh had
subsided, “what are you going to do about it? That’s just
what I’ve been thinking pretty strongly about; here I’ve been

of smoke out of his five-cent meerschaum, and taking in
everything that was said.

he was stolid of disposition
less he had something to say. Finally, after he thought it was
his turn to get into the conversation, he said: “You fellows
make me tired with all your pipe dreams; why don't you get
down to business; now I'll tell you what let’s do. I just
heard the ‘Super’ on the dock say to-day that the bunch of
kettles in this ship are to come out, that we are going around
to Philadelphia to get some new ones, and the ship is to be
given a general overhauling at the same time, so as to put
her in good shape for the next season’s work. The Chief is
going to boss the repairs, and the four of us are going to be

As became his German ancestry,
and not given to saying much un-

“aS MRA ARNE

“LET’S BUY SOME BOOKS AND GET THE ‘OLD MAN’ TO PLAY SCHOOL TEACHER FOR US’

three years on this packet, working like a dog, and I don’t
see any chance of my ever getting anything better to do; of
course, after a while, | may get a chance to squirt oil on that
old mill of ours, but what I want to do is to get a ‘ticket’ and
boss the job myself.”

“Well, why don’t you,” rejoined Henry Nelson, another
member of the party. “The Chief told me the other day that
he had worked himself up from the bunkers, and he’s pretty
good at figures, too. If we only had the head on us that he
has, we needn’t wait long before the steamboat inspectors
would pass us out the right kind-of a paper.”

Gus Schmidt, the fourth member of the party, had, during
all this conversation, stood by quietly, drawing great puffs

* Engineer-in-Chief, U. S. Revenue Cutter Service.

’

kept by to chip and paint the coal bunkers and do some other
high-class stunts like that. The whole job will last about six
months, and as we won't have anything particular to do at
night, let’s buy some books and get the ‘old man’ to play
school teacher for us.”

“Fine business, Dutchy,” said O’ Rourke; “
on you like a clock. We'll go to it.” The idea also met the
approval of the other two, and it was decided to brace the
genial Chief with the proposition.

you've got a head

James Donald McAndrew was a young man, not of French
descent, as you no doubt may have surmised by this time, who
was born on the great East Side in New York some thirty-
eight years ago. Educated in the public schools until he was
fourteen, he had successfully served an apprenticeship in a

504

big general repair shop on the waterfront, and at the same
time had gone to night school at Cooper Union, where, being
naturally bright, he had become thoroughly grounded in the
rudiments of an engineering education. Being fond of the
water, he had shipped on board a twenty-five hundred ton
steamer as a fireman, and in a very short time had taken out
his license as a Third Assistant. Being naturally a hustler
and capable of making friends among his superior officers,
he found himself at the age of thirty-eight the Chief Engi-
neer on the Tuscarora, the biggest ship of the line. It was
therefore quite in keeping that the Superintendent should
have selected him as inspector of the extensive repairs the
ship was about to undergo. Unlike many young men of his
age who lead a seafaring existence, he took life somewhat
seriously and had gone through the trying years of his devel-
opment without falling into any bad habits. His father had
died when the young man had just started in as a Third
Assistant, which left upon him the responsibility of looking
after his widowed mother and two young sisters. Conse-
quently he was not given to wasting his money and could be
found generally attending strictly to his business instead of
roaming around town at nights when the ship was in port.
His kindly disposition, ready wit and general all-around abil-
ity had won for him the respect of the crew, so he was not
at all surprised this particular evening upon opening his state-
room door in response to a knock to find four members of
the fireroom gang, hats in their hands, standing on the out-

side. “Well, boys, what can I do for you?” was his cheerful
salutation.
O’Rourke, the self-constituted spokesman of the party,

blurted out: ““You see, Chief, it’s this way; us four young-
sters have an idea that we would like to get ahead in the
world, and there don’t seem to be much of a show for us if
we don’t get something in our heads. Dutchy Schmidt here
thinks that if we will get some books, you might help us out
when we get around to Philadelphia this winter putting in
the new boilers. We'll have every night in, and as we will all
live on the ship, we thought as how you might teach us
something for an hour or so every night. We'll make it all
right with you for the time you give us. What we want: is
to be able to get out our ‘tickets’ from the steamboat inspec-
tors, and we know that you can give us the right steer.”

“So you want to make me a school teacher, eh?” laughingly
rejoined McAndrew. “That isn’t a bad idea, though, and if
you fellows mean business and will get right down to brass
tacks I might consider it. I want to tell you one thing right
now, and that is if I do undertake such a job I don’t want any
monkey business. You'll have to study hard or you'll find
me worse than any old Yankee schoolmaster you ever dreamed
of. Before I sign up on this proposition I want to know
something about each of you. Of course I know you are all
pretty good firemen and ‘tend to business, but what I must
find out from each of you is something about how much of an
education you have. I know you are not graduates of a high
school or you wouldn't be here flirting with a slice-bar and
wrestling with clinkers for a living. O'Rourke, let’s hear your
spiel first.”

“Well, sir,’ replied that worthy, “I ain't much on book
learning, but I can write pretty well, understand arithmetic,
have studied geography and know a little something about his-
tory. When I was a boy I used to know the Catechism from
one end to the other, but I’m a little shy on that now.”

“Never mind,” said McAndrew, “this will be no Sunday
school you are going to tackle. How about you, Nelson?”

That descendant of some Norse king gave an outline of
his educational career which closely corresponded with
O’Rourke’s, excepting the Sunday school part. Schmidt and
Pierce followed in about the same strain, so that the upshot
of it all was that Mr. McAndrew considered his contemplated
class was on a par so far as their proposition was concerned.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

“I can see right now that I am up against a hard proposition
to train you fellows up so as to enable you to take out your
papers, but as long as you mean business I am willing to try
out your scheme,” said the Chief.

“Thank you, sir,’ was the chorused reply from all four, as
light-heartedly they took their departure. Had they been col-
lege boys one of them would probably have yelled out,
“What's the matter with McAndrew?” to be self-answered in
a raucous yell, “He’s all right,” etc., but they had not yet
reached that high degree of culture.

CHAPTER II

School Opens

About two weeks later the Tuscarora steamed up the Dela-
ware River to the shipyard where the repairs were to be made,
fires were hauled, most of the crew discharged and prepara-
tions made to begin the work. The four young firemen and
Mr. McAndrew were kept very busy for a time after the
arrival of the ship, but it was finally decided that the school
should begin on what happened to be the first Monday night of
the month. The youngsters in the meantime had rigged up
a pretty fair school room in the engineer's storeroom, and
had hung up a good-sized blackboard on one of the bulkheads.
No testimony was given as to just where they obtained this
blackboard, but it is safe to say that the shipyard people must
have contributed involuntarily from their pattern and paint
shops toward the cause of education.

Monday night, shortly after supper, the first session of the
McAndrew School commenced without any frills or formali-
ties. There was no necessity for a roll-call, as a full attend-
ance was in evidence. O'Rourke, Pierce, Nelson and Schmidt
had each indulged in a clean shave for the momentous occa-
sion, and McAndrew himself appeared a little more perked
up than usual in honor of his debut as a teacher.

Assuming a demeanor somewhat in keeping with his new
responsibilities, McAndrew addressed his class as follows:
“Young men, we are about to start in our course of training.
I don’t propose to turn out a lot of high-brows from this
floating school, but what I do intend, if possible, is to drive
enough theory, or whatever you call it, into you to enable you
with practical experience to pass your examinations for a
license as assistant engineer before any board you happen to
go against. I have been making inquiries to find out just
what branches you ought to be drilled on to pass the exami-
nation, and I find that the law actually requires only two sub-),
jects, and that is how to make calculations concerning a lever
safety-valve and how to figure out the staying of the flat
surfaces of a boiler. Of course, no man can be an engineer
who understands only those problems, and you will find that
before you ever get your ‘ticket’ you will have to get a good
general idea of the whole subject, as these local boards are
very thorough. These examinations won't be like the old
stories they tell about the examinations held in the early days
of the civil service, for example, of how a candidate for a
job in the Custom House was asked, ‘How many Hessians
came over here during the Revolutionary War?’ Not know-
ing definitely, he answered, ‘A d——n sight more than went
backs,’ and, as the story goes, he got the job. Another one was
the candidate for the position of letter carrier, who, when
asked, ‘How many miles from the earth to the moon?’ replied,
‘If I have to deliver letters there I don’t want the job.’ ”

“You will find that the questions which the steamboat in-
spectors ask you to answer will be only such as you must
know to make successful marine engineers.”

“T therefore propose to post you in a general way on the
principal things a seagoing engineer ought to know. I take
it for granted that all of you know enough about arithmetic
to make ordinary calculations, so we will not waste any time
in going over that subject, as you will get enough practice in
it as we go along on the other subjects.”

DECEMBER, 1912

“At the start, I will insist on each of you getting a thorough
understanding of a few of the elementary definitions in what
is known as mechanics, as no one connected in any way with
engineering in any of its branches can make a success of it
unless he does understand these underlying facts.”

(To be continued.)

British Battle Cruiser Princess Royal

BY B. (€. (COLEMAN

The British battle-cruiser, Princess Royal, constructed and
completely equipped for service by Messrs. Vickers, Limited,
of the Naval Construction Works, Barrow-in-Furness, has es-
tablished a new world’s record for vessels of her class. She
is 660 feet long between perpendiculars, 88 feet 6 inches beam,
and, with a draft of 28 feet, has a. displacement tonnage of
20,350 tons. Like H. M. S. Lion, she is the largest cruiser
yet built for the British navy, and is also the broadest, excel-
ling even the Lusitania and the Mauretama.

The eight 13.5-inch guns in the Princess Royal, as in the
Lion, are much more effectively disposed than in the earlier
armored cruisers. Forward, there are in the center line two
twin-gun turrets, the one to the rear being at a higher ele-
vation, so that its guns fire over the turret in front. Amid-
ships, on the center line, there is one twin-gun turret and aft
there is another. Thus all eight guns fire on either broad-
side and four fire directly ahead, but by giving a slight angle
of helm the ship may alter her course sufficiently to enable
all eight guns to be utilized in chasing the enemy.

In the Conqueror, which belongs to the Orion class, there
are ten 12-inch guns, arranged two pairs forward and two
pairs aft, the rear pair in each case being at a higher level
than those immediately in front. The remaining turret is on
the center line amidships. There are in both the Princess
Royal and the Conqueror sixteen 4-inch breechloading guns
for repelling torpedo boat attack; these are located on the
superstructure deck. .

In the matter of armor protection something had neces-
sarily to be forfeited in the case of the Princess Royal, in
order to ensure the exceptionally high speed required by the
tactician. This is, perhaps, the only point, with the excep-
tion of the omission of two of the primary guns, which dif-
ferentiates the two types—the battleship and the armored
cruiser. As in all British warships, there are three tiers or
strakes of armor plating. While the thickness of the water-
line strake in a battleship is 12 inches, the remainder up to the
upper deck being 9 inches or 8 inches, the Lion has, for the
waterline and for the strakes above it, 9 inches of armor. The
gun positions are also well protected. Forward and aft the
thickness of the broadside armor is reduced by gradual stages
to 4 inches. It will thus be seen that the Princess Royal,
notwithstanding her exceptionally high speed, has armor which
is superior in its resistance to perforation by modern guns
to that of pre-dreadnoughts, so that these latter ships would
make a very poor show unless they came within 9,000 yards
range, when the guns of the Princess Royal would be enor-
mously more destructive than the 12-inch guns of the pre-
dreadnoughts. In fact, with their legend speed of 28 knots,
as compared with the 17 and 18 knots of the earlier ships,
the Lion and the Princess Royal, as well as the Queen Mary,
now being built by Messrs. Palmer, at Jarrow-on-Tyne, could
steam round a fleet of pre-dreadnought ships and fire when it
suited them, keeping beyond the range which would enable
the old battleship guns to penetrate the armor of the modern
cruiser.

It is often said, of course, that personnel must necessarily
be considered, but it is reasonable to assume that the efficiency
would be of as high a standard in the new ships as in the
old, especially as in the former there is superior gun-control

INTERNATIONAL MARINE ENGINEERING 505

and sighting mechanism, which will insure greater accuracy
in service.

The principal steam trials included a 24-hours’ run at two-
thirds the total power, and an 8-hours’ run at full power.
Both tests were, of course, carried out at the service draft
and under limiting conditions as to air-pressure in the stoke-
hold. The coal consumption on the 24-hours’ trial was 1.16
pound per shaft horsepower per hour for all purposes. The
power on the 8-hours’ run exceeded that required by the con-
tract, and the speed was also considerably in excess of the
designed rate, notwithstanding that no attempt was made on
the official trial to test the maximum steaming capacity of the
boilers. The usual maneuvering and astern trials were also
carried out, and one day was devoted to the test of torpedoes
and the gun-mountings, which were also supplied by the
Vickers Company. The ordnance trials were carried out in
record time, due to the precision with which the gun machin-
ery responded to the requirements of the test.

The Princess Royal and the Lion, being alike both in re-
spect to the form of hull and the propelling machinery, the
British Admiralty ordered at the outset two sets of propellers
for the Lion and two sets for the Princess Royal. The Lion
carried out duplicate tests with the respective propellers, and
the second set was fitted to the Princess Royal and she car-
ried out the measured-mile trials, corresponding exactly to
those run by the Lion with the different sets of propellers.
The results of all four sets of trials will enable the Admiralty
to determine the most suitable dimensions of screw propellers
for this type of ship, and these will be utilized in both vessels.

Upon her full-power trials, off Plymouth, the Princess
Royal attained the high speed for a vessel of her class of 32
knots. But that was not the best she could do. On her
return she was drydocked at Devonport and her propellers
were changed. She coaled and went out again for six runs
at three-fourths and then at full power on the Polperro meas-
ured mile. On the last-mentioned occasion it is authoritatively
reported that she reached a speed of no less than 34.7 knots,
and made an average of 33 knots, which establishes a world’s
record for vessels of her class. It may be recalled that the
original maximum speed of the Lion was 29 knots, but that
she subsequently made 31.7 knots. The Princess Royal was
launched at Barrow in April, ro11, and was designed for an
official speed of 28 knots, but with the full anticipation that
she would do more.

New Hampurc-AMERICAN Liners.—lThe Hamburg-Ameri-
can Line recently received from Messrs, Swan, Hunter &
Wigham Richardson, of Wallsend, the handsome new liner
Karl Schurg. On Oct. 25 the same builders successfully
launched an exactly similar ship, the Emil Boas, named after
the late chief representative of the Hamburg-American Line
in New York, who died recently. The construction of the
ship has been under the superintendence of the owners’ resi-
dent inspectors, Mr. Claus Hatje and Mr. J. Drieling. The
chief dimensions of the ship are 425 feet long over all, 51
feet beam and 33 feet depth. The deadweight carrying
capacity will be about 6,100 tons. The twin-screw engines,
and also the boilers, are being built by the Wallsend Slipway
& Engineering Company. The ship is designed to carry 70
first class passengers and also cargoes of fruit. Electric light-
ing will be installed and also apparatus for receiving and
transmitting radiograms. Messrs. J. & E. Hall, Ltd., of Dart-
ford, are supplying the refrigerating machinery. Messrs.
Robson & Sons, of Neweastle-on-Tyne, have in hand the
upholstery and the furniture, all of which will be most hand-
some and comfortable. The music room, dining saloon and
smoke room will be luxurious apartments. Special attention
is being given to the free ventilation of all parts of the ship.
The staterooms for passengers will be unusually lofty and
most comfortably furnished.

500

INTERNATIONAL MARINE ENGINEERING

DECEMBER, IQI2

Note on the Strength of Watertight Bulkheads

BY AS J. MUR RAW;

It must be the sincere wish of everyone at all interested
in the strength of ships that the recently appointed commis-
sion in Great Britain will carry their investigations to a point
which will, once for all, eliminate the uncertainty which now
exists regarding the strength of watertight bulkheads.

Without venturing to criticise the structural strength, or
weakness, of the main bulkheads of the Titanic, there is much
reason to believe that the great majority of bulkheads, as at
present constructed, have not sufficient reserve strength. The
frame of mind of the designer should be such that he con-
templates as a certainty, rather than as a remote possibility,
the bilging and laying open to the sea of the compartments
of the vessel. Instead of allowing for 15 or 17 tons maxi-
mum fiber stress with permanent set under test, the maximum
allowable stress under the worst possible conditions should
be much less and with practically no permanent set.

Since the 1890 British Board of Trade Committee made

2. In treating the girder as a beam what span should be
taken?

3. To what extent do the end brackets constrain the stiff-
ener under load. :

4. What proportion of the deflection under test is due to
elastic bending, apart from the residual deflection due to
creep of the riveted attachments and shear.

The most thorough experiments yet made to determine the
relation between calculated and actual deflection of girders
are those described by Dr. Bruhn in the Transactions of the
Institution of Naval Architects for 1905. Dr. Bruhn used a
12-inch covering plate for his girders. Mr. Norton, in his
investigations of the strength of watertight bulkheads, as-
sumed a breadth equal to three times the bulkhead flange of
the stiffener, and more recently Capt. Hovgaard a breadth
about one and a half times that of the bulkhead flange.

To see what difference the breadth of the covering plate

their report, much light has been thrown upon the subject
by investigators both in England and in America, and the
problem has been brought, not to-a conclusion, but to a point
where judicious and copious experiments can be made with
great effect. Practically all watertight bulkheads of modern
vessels consist of steel plates, stiffened by vertical bars brack-
eted to the upper and lower abutments. Present-day inves-
tigators seem unanimous in considering that the whole of the
water pressure on a bulkhead should be regarded as taken by
the stiffeners alone, the tarpaulin or stretching resistance be-
ing but a factor and an undependable factor on the credit
side. It is now customary to test the more important bulk-
heads of a vessel by filling a compartment on one side with
water at a specified head, and the only experimental data
extant are the deflection, permanent set and general behavior
of bulkheads under such tests.

Adopting the usual method of regarding the stiffeners and
the narrow strip of bulkhead plating in their vicinity as
girders, we come at once to one of the difficulties which
experiment alone can overcome.

We require to know:

1. How broad a strip of the bulkhead plating can be taken
to act with the stiffener and form a covering plate of same.

FIG. 2

makes in the resultant stiffness, take the case of a 10-inch by
334-inch by 33-inch by 21.7-pound channel stiffener riveted to
a I2-pound bulkhead: With no cover plate the modulus is
18.3, with a 33-inch cover plate the modulus is 22.2, with a
6-inch cover plate the modulus is 25.7, with a 12-inch cover
plate the modulus is 33.5, and with a 30-inch cover plate the
modulus is 55.5, so that with a 12-inch cover plate the fiber
stress for the same bending moment is 50 percent less than
with a 33¢-inch cover plate.

Only by careful experiment can this crucial question be
answered. The method of experiment should be to bend a
set of individual stiffeners under known conditions (say free
ended) and then to bend the same or a similar set when
riveted up to plates. By comparison of the deflections we
should determine how much of the plating should be regarded
as working with and supporting the stiffeners.

Again, the exact usefulness of the brackets at top and bot-
tom of the stiffeners can only be determined by experiments
carried out for different classes of bulkheads and the careful
analysis of the tests already made. The reactions and stresses
to which stiffener brackets are subject have been treated with
great skill, but however useful these investigations with regard
to the design of the brackets themselves, they do not furnish

DECEMBER, 1912

a reliable starting point when considering the whole bulkhead.
The question of the strength of the bracket attachments in-
volves the further question of what length of the stiffener
should be considered as the girder span when applying the
ordinary beam formule to obtain the elastic deflection. Some
investigators take the span as the full length of the bulkhead
stiffener, some as the inside distance between the brackets,
while others, again, take some intermediate length.

Briefly the investigator appears to proceed thus:

1. Decides whether he will assume the stiffener girder as
free or encastre.

2. Having adopted one of these points of view, chooses a
girder span and breadth of bulkhead strip, which will make
his calculated deflection agree with that observed under test.

3. Makes some calculation as to the behavior of the brack-
ets. so as to justify the span chosen.

When such an investigation is confined to a particular class
of bulkhead, an empirical law can be obtained giving fairly
good results. But such a method lacks generality.

The method we strongly recommend is similar to that used
when analyzing a series of bulkhead tests, the result of which
investigation were published in I909.*

Consider the ordinary case of a bulkhead having vertical
stiffeners bracketed at top and bottom. Fig. 1 shows in sec-
tion a stiffener element of such a bulkhead:

D= depth of bulkhead.
L = inside distance between brackets.
h=head of test water above the bottom of bulkhead.

Between the inside terminals of the brackets—1. e., between
A and B in Fig. 1—we have a girder subject to a given pres-
sure load, indicated by the hatched area in Fig. 2. If, now, we
know what the bending moments at A and B are, then all the
stresses for the girder 4A B are known, and this quite inde-
pendently of what the bending moments are above and below
the points A and B, which latter bending moments depend on
the type of bracket used.

Suppose M, (Fig. 2) is the curve of bending moments from
A to B on the supposition that the brackets absolutely fix
the girder at A and B. Then the actual bending moments
are represented by some such curve as M2. .The actual bend-
ing moments at A and B are thus less than those given by
curve M, and this ratio we term the degree of constraint.
Knowing. then, this degree of constraint, we are able to deter-
mine definitely all the stresses on the stiffener girder 4 B.

Experiment alone can determine the degree of constraint.
For the series of tests analyzed, it was found that the bend-
ing moments at the girder ends were about half that cal-
culated on the assumption of absolute fixidity—i. e., about 50
percent constraint. The method used was that of comparing
the calculated and observed deflections, but when publishing
the results, no exact expression was given for calculating the
deflection.

Referring to Fig. 1, the head of water above the bottom
of the girder A B is D— B* =H, and putting

Ineeal JBI
=—=d,

span L

the perfectly general formula on the assumption of fixed ends
IL3
for the bending moment at A is — (a— 0.6) WV,
12
IL?
and at B is — (a—o.4) WV,
12
where VW =b-+ 0.270.

* Proceedings of the Northeast Coast Institution of Engineers and
Shipbuilders.

INTERNATIONAL MARINE ENGINEERING

b =breadth of plating strip in inches,

i =span in feet.

Test water taken at 62.5 pounds per cubic foot.

As, however, the constraint is not absolute at A and B, the —
end bending moments are only a fraction of these.

Suppose B is this fraction (or degree of constraint), then
the bending equation for the girder 4 B, reckoning from the
lower end, is

d’y WY Celera
Ms= ia = Ry poo gc
da” 2 6
&5
B Mv — B (M»— Ma)

PB Ib,
where Jv is the reaction at B on the supposition of free ends.
Integrating out we obtain
W LL

A= (30 a—15— 24a 8-4 128) (1)

64 ET
where A is the deflection at the middle of the girder A B.
For fixed ends B= 1,

3L°
giving A= (a—¥) W.
SEI
For free ends =o,
mG JLY

giving A= (a— 4) W.

8EI

Comparing the observed deflections under test with the
theoretical deflection given by equation (1) we obtain the
value of the constraint 8, and thus know the stresses at every
point of the girder. Before making this comparison, it will,
however, be necessary to bear in mind that the observed de-
flection is, in fact,

bending deflection + residual deflection.

A glance at the results of Dr. Bruhn indicates that for such
a stiffener as that quoted above, with a 12-inch cover plate, we
should have

Residual deflection equals: Span of 10 depths, 60 percent
bending deflection; span of 14 depths, 50 percent bending de-
flection; span of 50 depths, no bending deflection.

The observed deflection will thus require to be modified
according to the depth and type of stiffener.

The residual deflection as taken here contains the shear
deflection, which could be calculated separately and will be
found to be a considerable proportion of the whole for short.
stiffeners having thin webs.

For the form of stiffener quoted the approximate relation is
expressed thus:

Shear deflection NSpAt h 2
Bending deflection Aw L
where A f—area of flanges.
Awz=area of web.
h = depth of girder.
L=span of girder.

It will probably be found more practical to determine the
total residual deflection per unit length of stiffener for dif-
ferent forms of section.

In conclusion, this general method lends itself to standardi-
zation.

Thus, instead of using A we can use

A64 ET

= ¢,
W L*
Then, no matter what the dimensions of the bulkhead, “d”
would be the same degree of constraint ‘8’ and same head
EUS) “Ce,”

508

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

The Twentieth Annual Meeting of the Society of Naval
Architects and Marine Engineers

The twentieth annual meeting of the Society of Naval
Architects and Marine Engineers was held at the Engineering
Societies’ building, New York, Novy. 21 and 22. Morning
and afternoon sessions were held each day, and the meeting
closed with a banquet at the Waldorf-Astoria on the evening
of the 22d. The meeting was opened with an address by
Stevenson Taylor, president of the society. Following this
the report of the secretary and treasurer was read, showing
a membership of 785, as compared with 733 last year. The
financial statement showed a balance of $18,000 (£3,700), as
against $8,000 (£1,640) last year. Col. Robert M. Thompson,
of New York, was unanimously elected president for three
years, beginning Jan. 1, 1913, and D. H. Cox was re-elected
secretary and treasurer. It was voted that the society par-
ticipate in the Panama-Pacific Exposition in San Francisco in
1915, and that the sum of $2,000 (£410) be raised for this
purpose. Fourteen papers were read and discussed during the
meeting, abstracts of which follow: <

No. 1—Experiments on the Fulton and the Froude
BY PROFESSOR C. H. PEABODY

(This paper will be published in the January number.)

No. 2—The Design and New Construction Division of
the Bureau of Construction and Repair of
the Navy Department
BY NAVAL CONSTRUCTOR R. H. ROBINSON, U. S. N.
ABSTRACT

This article deals only with the methods of handling an
organization engaged in design and in passing on matters of
new construction, leaving the work produced to speak for
itself. The Division of the Bureau of Construction and Re-
pair produces in general:

(a) Estimates for new construction.

(b) Preliminary designs for ships, including plans and cal-
culations.

(ad) Action on contractors’ plans and on specifications for
auxiliaries submitted by builders.

(e) Standard plans and miscellaneous design work.

Incidental to each of these are many duties, some of which
are handling the reports of boards on changes on ships, the
compilation and tabulation of data for use in one of the main
duties mentioned above, preparation of allowance lists, design
and record of issue of small boats, preparation of annual
report and ships’ data books, ete. A definite section also
handles the question of reports of the trial board, takes action
on the more important alterations to ships in service, ete.

The endeavor is to produce the greatest amount of work
possible with a minimum effort and in a minimum of time.

With the object of saving time, a complete study has been
made, and a number of what the writers consider the
most important features of modern shop methods have been
adopted, particularly in routing, assigning and planning work,
making provision for consultation with responsible officers
without delay, etc.

The division is divided into five parts:

1. The “office.”
The electric branch.
The criticism branch.
The design and scientific branch.
The blue-print room,

ween

No. 4 is further divided into two parts—the design room
and the scientific and computing room—but both work directly
together and directly adjoin. The design room also includes
the specification desk.

The Office.—In the office is desk space for four officers, the
writer and three assistants. Frequently one of the officers
must be absent on other duties, but one of the officers, the
senior assistant present, is always at the desk to handle papers,
answer the telephone and keep in touch with all ends. An-
other assistant spends practically his entire day in the criticism
branch, going from desk to desk, giving instructions, answer-
ing questions, etc. The third assistant is at present develop-
ing a special line of work, which also keeps him in the criti-
cism branch. Eventually it is hoped that it will work out
that there will be an officer continually in each of the design
and criticism branches. The head of the division spends about
one-quarter of his time at his desk, and the balance with the
chief constructor, in the drawing offices, mostly in the design
and scientific branch, or in expediting inter-bureau work
about the department. It is the writer’s duty as the head of
the division to keep the chief constructor informed of the
work of the division and to keep advised of his wishes as to
the details of the work.

The Electric Branch.—The electric branch, which imme-
diately adjoins the office, is directly controlled by the officer
at the desk. It includes the Bureau’s electrical aide and the
assistant electrical aide. Its work consists of preparation of
and action on electrical specifications and plans, passing on
electrical test reports, design of electrical auxiliaries, keeping
track of electrical subordinates outside the Bureau, and, in
general, all electrical questions before the Bureau. Special
investigations of new electrical applications for the Bureau’s
work on board ship are made in or directed from this branch.

The Criticism Branch—This branch examines and criti-
cises: (a) Plans produced in design branch before issue; (b)
plans and specifications submitted by builders in developing
the details. It employs a chief draftsman, his assistants and
fifteen draftsmen with stenographers and -plan clerks. This
branch is organized on the functional system, each employee
or group of employees handling a specialty or kindred spe-
cialties. The specialties covered are considerable in number,
and are divided generally as follows, with one or more em-
ployees to each sub-division: t

Changes ; allowance lists and small boats; plans, their filing,
correction and distribution to navy yards; joiner work and
general arrangement; repairs and alterations of ships in the
fleet, trial reports, etc.; structural work; auxiliary machinery
and mechanical details; ventilation, drainage and piping sys-
tems; turrets, gun emplacements and armor; submarine boats;
miscellaneous.

In this room are kept only the plans of ships building and
one or two classes back (those most constantly referred to).
The balance—a very large number—are kept in fireproof
vaults at the Washington navy yard.

The Scientific and Design Branch—This branch produces
the plans, specifications and calculations for new ships of the
navy. It is under the direction of a leading draftsman with
another leading draftsman directly in charge of the design
plan room itself. The design plan room contains ten drafts-
men, eight of whom make and trace the plans and two prepare
the specifications, filling what is called the specifications desk.

Scientific and Computing Room—tThe scientific and comput-
ing room contains thirteen draftsmen at the boards engaged
on all kinds of scientific investigations, calculations and com-
putations as to ships.

DECEMBER, 1912

The Blue-Print Room.—This is in two parts—one in the
Bureau and the other at the navy yard, increased facilities
being needed to take care of all the blue-prints required by
the Bureau.

Method of Work—The products of the division enumerated
above nearly always result from the receipt of a letter. The
paper explains in detail the method of routing and assigning
such letters to the different departments, giving instructions,
supplying materials, obtaining the proper action and recording
progress, together with mention of the numerous schemes
devised to increase the efficiency of the work.

The system outlined above is a development of many years
of experience in this character of work, and the writer claims
no special credit for it. The fundamentals ot the organiza-
tion were determined under a former president of this society
when he ably held the position of chief constructor of the
navy. The development has gone on under the writer's im-
mediate direction during the incumbency of Chief Constructor
Capps and his successor, the present Chief of Bureau, Chief
Constructor Watt. The credit, if any, is due as much to the
individual employees as to any one, as through their sug-
gestions many, if not most, of the improvements have been
made.

No. 3—Engineering Progress in the U. S. Navy
BY CAPTAIN G. W. DYSON, U. S. N.
(This paper is published on page 490.)

No. 4—Marine Lighting Equipment of the Panama
Canal
BY JAMES PATTISON

ABSTRACT

In accordance with the plans of the eminent army engineers
who are carrying the work to completion, the Panama Canal
will be lighted throughout by automatic unattended lights,
each having a distinctive characteristic. At the entrances and
through Gatun Lake a double row of about sixty automatic
acetylene-lighted buoys will mark the channel. The channel
will be further defined by powerful, rapid-flashing range lights,
one set at either end of each successive tangent, thus per-
mitting vessels going in either direction to take their range
over the bow. The center lines of each range are set apart
sufficiently to enable the largest vessels to pass one another
in safety. Through the Culebra cut, or wherever the prox-
imity of the banks permits, beacons will be used instead of
buoys.

The Panama buoys consist of a cylindrical body or chamber,
8 feet in diameter, made of 5/16-inch steel plate with dished
heads riveted on. Through the center of the body passes a
tube, to which is bolted a counterweight. A pyramidal skele-
ton tower is bolted to cast steel foot brackets, and carries the
lantern at a focal height of 15 feet. The draft of the buoy
is 12 feet, and the total weight without anchor chain 10,500
pounds. Before painting and shipping the buoy is subjected to
a hydrostatic test of 15 pounds per square inch. With refer-
ence to the gas supply and lighting apparatus, there are four
accumulators, filled with dissolved acetylene and inserted in
pockets, furnished with hinged covers for. facilitating the
removal and renewal of the accumulators. The lantern con-
tains the pressure regulator or governor and the flashing
mechanism. The high-pressure gas is led from the accumula-
tors to a manifold, thence up a leg of the tower and through
a shut-off valve to the governor.

The system of storing acetylene in portable accumulators is
known as Dissolved Acetylene (D. A.), and is based upon the
properties of acetone in combination with a suitable porous
substance. The type of accumulator used on the Panama
buoys is tested to 75 atmospheres, and completely filled with

INTERNATIONAL MARINE ENGINEERING

599

the porous mass, a solid material possessing a porosity of 80
percent. That is to say, although the cylinder is apparently
filled quite full, only 20 percent of the pace is really occupied
by the solid body, the remaining 80 percent being available for
holding the liquid. Half of this remaining space is occupied
by acetone, which soaks into every pore of the porous sub-
stance; the other half, or 40 percent of the original yolume
of the cylinder, is thus available for the expansion of the
liquid. The cylinder is closed by a reliable valve, through
which the gas is pumped into the accumulator, and through
which it flows out again when required for service.

As the acetone charge is equal to 4o percent of the original
volume of the cylinder, and the solvent capacity of acetone is
twenty-five times its own volume per atmosphere of pressure,
the acetylene storing capacity of the accumulator is, accord-
ingly, ten times its own volume for each atmosphere. There-
fore, at a pressure of 10 atmospheres an accumulator contains
100 times its own volume of acetylene; at 12 atmospheres 120
times, and so on, this being computed for a temperature of
15 degrees C. (59 degrees F.).

A notable feature of dissolved acetylene is that its useful-
ness is independent of the temperature. It should, however,
be observed that changes of temperature, although in no
way interfering with the usefulness of the gas accumulator,
cause corresponding changes of pressure inside the accumu-
lator. These variations of the pressure will only slightly
affect the gas quantity at disposal; however, every atmos-
phere’s pressure indicated by the pressure gage does not, at all
degrees of temperature, represent the same quantity of gas
at disposal. As the porous substance is not a very good con-
ductor of heat, only a prolonged change in the temperature
will materially affect the temperature in the interior of the
accumulator. Replenishing of the acetone at intervals, to-
gether with occasional painting, is the only item of up-keep
connected with the gas accumulators. ;

From the foregoing it will be seen that acetylene is stored
in the accumulators under varying degrees of moderately high
pressure. At the burner, however, a constant low-pressure is
required; therefore the gas must be passed through a pressure
regulator or governor to reduce the high-pressure to the re-
quired low constant pressure. By this means, irrespective of
the gas pressure in the accumulator, whether high or low, and
of the gas consumption, whether large or small, the gas always

issues from the governor at the constant low-pressure suitable
for the burner

An entirely new principle in flashers permits the production
of as many as 55,000 separate and distinct flashes from 1
cubic foot of acetylene. The new flasher may be adjusted to
give light periods of any desired length of time down to one-
tenth of a second, or less, alternating with dark intervals of
any desired length. Single, double or triple flashes, etc., can
be produced with ease; in fact, any light character obtainable
in lighthouses equipped with the most modern lens arrange-
ments can be produced by the new flasher. For lighting the
gas as it flows out of the burner during the light periods, a
special pilot burner is used.

Tt is naturally of the utmost importance for the safety of
navigation that the light character, 7. ¢., the ratio between
light and eclipse, after having once been fixed must not vary
in the slightest degree. Of the light characters adopted by the
army engineers for the lights on the Panama Canal, the flashes
do not in any instance exceed two seconds’ duration, and the
majority will be set to .3 of a second.

The Panama Canal buoys will all be equipped with sixth
order lanterns. With a 1-foot burner of 46 Hefner candle-
power (the size adopted for the Panama buoys), the efficiency
of the light through the lens will be 400 Hefner candlepower,
visible at a range of about 11% nautical miles. Such great
candlepowers are obtainable on account of the high intrinsic

510

brightness of the acetylene flame, which, being relatively small
in size, permits of almost exact centering at the focus of the
lens. Lenses consisting of ground glass elements are now
used in all modern lighthouse apparatus, the system employed
for buoys being known as the Dioptric System, in which the
light from the luminous source is collected and caused to
travel along a horizontal plane by refraction. The sixth order
(300 mm.) Fresnel lenses for the Panama buoys are composed
of nine separate elements, cemented together and held securely
by a brass frame of helical bars. To secure the maximum
efficiency from the lens, the vertical bars of all standard buoy
and beacon lanterns are equipped on their inner side with
totally reflecting glass prisms, arranged so that the light
which falls on any one prism is reflected out into the shadow
caused by the adjacent bar. By a patented device all of the
light which emanates from the lens is effectively turned to
account and uniformly spread throughout the complete hori-
zontal plane, whereas in all other types of lanterns much of
this light is obstructed by the bars and lost.

Although not employed on buoys, a brief description of the
sun-valve, the invention of. the Swedish engineer, Gustaf
Dalén, is given in closing the paper. The sun-valve controls
the flow of gas to the burner so that the light will burn and
gas be consumed only when actually required; that is, during
darkness, thus effecting great fuel economy and increasing the
service capacity of the accumulators. It is actuated entirely
by light, and operates quite independently of temperature, so
that it may be employed in any climate of the world. Its con-
struction and operation are based on the well-known physical
law, that a body with a light absorbing surface attains a
higher temperature, and consequently expands more than a
similar body with a light reflecting surface when both are
exposed to the same light.

No. 5—Notes on Life=saving Appliances
BY W. D. FORBES

ABSTRACT

The greatest stress of both the American and English com-
mittees on safety at sea since the Titanic disaster seems to
have been laid on the matter of lifeboats, that enough of
these should be provided for all on board, and in the United
States, at least, the construction of lifeboats has been much
improved. The most noticeable advance is in making the air
tanks in metal boats independent of the shell plating; in
other words, demanding a self-contained and detachable buoy-
ancy medium.. In the matter of seams for the air tanks the
question of brazing or riveting and soldering has been settled,
allowing a folded seam, soldered, of course, in the place of a
riveted or welded one. The original demand for gunwales of
26-foot boats and under was that they should be in one piece;
this has been modified and a splice is now allowed. The use of
a steel keel, while more expensive, is a very great gain over the
use of a wooden one. It makes a stiff boat and adds strength
to resist the strain when lowering or hoisting a loaded boat.
There does not seem to be any great debate as to the relative
values of wooden or steel boats; both are allowed, yet the
metal construction appears to be rather the favorite, as it is
lasting and always tight, while the wooden boat is never so.

It is clear from the investigations that life-boats are the
most. important lifesaving appliances; but these, of course,
would beiuseléss without efficient means of launching them,
and therefore a good davit is a matter of first importance.
The requirements of a good davit are named as strength,
simplicity of action and perfect control. To what extent the
various davits now on the market meet these requirements is
explained in. detail in the paper. Then the question of re-
leasing devices and- hoists is discussed. After describing the
new double-decked lifeboat invented by Capt. A. P. Lundin,

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

the author states that his ideal of lifeboat equipment includes
a seaworthy boat of solid construction, davits which are
worked from the ship’s deck independently and with variable
reach, a fall which is entirely controlled by a man in the boat,
and a releasing device which can be made automatic or self-
releasing when the boat is water-borne, or that can be de-
tached at either end or both simultaneously. For returning
the boat to the deck he believes a power system should be
fitted to at least two boats on each side, so that for rescue
work the boat can be brought up with a run to avoid being
swamped in lifting. In rescue work, moreover, there is no.
reason why power cannot be applied as it would be available.
The other boats carried would only be used if the ship was
abandoned, and a quick power-return on these is not so de-
sirable, because no master would hold boat drills in weather
which would endanger lives and the boat; but for rescue
work it seems that a quick power hoist is imperative, and it
must be under control of a man in the boat. There are three
conditions: which must be considered in handling lifeboats:
1. Drill, when power is available. 2. Abandoning ship, when
power would probably not be available nor would it be re-
quired. 3. Rescue work when power is available.

On Oct. 22 and 23, the United States transport Kilpatrick
was used by the Board of Lifesaving Appliances to test out
the various designs of davits, releasing devices, lifeboats and
rafts, etc. The tests began with swinging out the Lunain
lifeboats which were nested on the upper deck, 33 feet from
the water, Welin davits being used; these are of the quadrant
type. The boats proved most seaworthy and thoroughly
satisfactory in every way. A most interesting experiment
was tried by suspending one of the boats about 6 feet above
the water and passing a line to the tug Reno, which hauled
the boat out about 6 feet and allowed it to swing back against
the ship’s side. In no way were the lifesaving qualities of
the boat impaired by this test. The circumstance of the test
was that the Kilpatrick was listed 5 degrees, which at the
moment of test was added to by at least 3 degrees, making a
total of 8 degrees, by a squall which had come up coupled
with a driving rain and a wind of about 30 miles an hour;
the ship was not rolling and the Lundin boat was on the
weather side; the weight of the boat was 2,259 pounds.

Later two Lundin boats were made into a pontoon. The
pontoon was of the simplest construction, requiring no nailing,
and only four bolts to hold it in place. This provided a plat-
form of 575 square feet, floating 2 feet 3 inches from the
surface of the water. When loaded with 91 persons, the value
of such a platform for discharging stores or taking them in,
landing troops with their horses, as a staging to bring boats up
to, will be apparent to all military men. This pontoon was
towed by a launch with great ease and maneuvered readily
by four men sculling.

A lifeboat of the Ingersoll type was thrown from the deck
of the Kilpatrick into the water. She struck bow on, almost
disappeared, righted herself and was self-bailed, -clear of
water in 14 seconds. ;

A very interesting, practical and convincing test, which
showed the disadvantage of the pin-type davit, was as follows:
The Kilpatrick. was listed 6 degrees, a pin-type davit fitted
with a special handling device was tried, and the following
time was noted:

Weight of boat, 2,250 pounds; 6 men in the boat; 7 men at
the cranks. Under these conditions the boat could not be
swung out: The men were taken out, and the 7 men heaving
at the cranks were hardly able to get the boat outboard in 5
minutes 10 seconds. Later, with 7 men in the boat and an
extra effort of the 7 men, the boat was got out in 8 minutes
2 seconds, but the men at the crank had to be “spelled.”

Under the same condition of list the quadrant type. of davit
showed:

DECEMBER, I912

Weight of boat, 3,250 pounds; 11 men in the boat; one man
at each crank; 1 minute and 4o seconds.

With a round-bar davit and the ship on an even keel the
time given below was required:

Weight of boat, 2,250 pounds; 18 men in the boat; Io men
at the davits; 5 minutes 15 seconds were required to swing it
outboard; only damage done was a little denting of the bow
when she went over the side. This boat was fitted with
square holes for bailers, which passed directly through the
deck, and also the plating, with no obstruction whatsoever. It
came on to blow, and this boat could not be made fast to the
falls, so she was towed astern, and with these open scuppers
the effect was very much that of a system of miniature geysers.
Later boats of this construction are provided with means to
prevent this.

A number of releasing gears were tried out, all with more
or less success; in fact, it might be said that all of them
performed the operations expected of them, but only one of
them seemed to meet the demands of absolute simplicity.

No. 6—Developments in Oil Burning
BY E. H. PEABODY

(This paper will be published in the January number.)

No. 7—The Preservation of Metals Used in Marine
Construction

BY LIEUT. COMMANDER FRANK LYON, U. S. N.
(This paper will be published in the January number. )

No. 8—An Electrically Propelled Fireproof Passenger
Steamer

BY W. T. DONNELLY AND G. A. ORROK
(This paper is published on page 408.)

No. 9—Notes on Fuel Economy as Influenced by
Ship Design
BY E. H. RIGG

(This paper is published on page 496.)

No. 10—Active Type of Stabilizing Gyro
BY ELMER A. SPERRY
ABSTRACT

The stabilization of ships has been undertaken by two
methods: First, by changing the center of gravity of the
mass as a whole, as by the damping tanks of Sir Philip Watts
and later workers, and the moving weights already success-
fully applied by Sir John; and, second, by employing the
already very great longitudinal stability or rigidity by deflect-
ing same in to the athwartship plane. The ship by this means
may be rendered stable almost without limit and up to the
breaking-down point of the gyroscopic couple, which has now
come to be recognized as of simple origin and of very great
magnitude, especially as compared with the weights involved.

Some of the early attempts to use the gyroscope were un-
fortunate in that the gyro was passive, therefore free and
uncontrolled as to its precessional movements. Experience
has now been had in actual sea trials which confirm statements
often put forward by the author heretofore, urging the great
importance of having these precessional movements of the
gyro at all times under perfect control. This control on the
one hand sets a constant limit to the otherwise almost limit-
less power of the gyro couple, while on the other hand it allows
us to apply a measured stress of any desired magnitude, dura-
tion or direction and timed with precision. In this manner
the very great longitudinal metacentric height is available for
athwartship purposes, and may be in any desired amount

INTERNATIONAL MARINE ENGINEERING

added to the athwartship component. In fact, the point has
now been reached in this development, as demonstrated by sea
trials, that the amount of the great longitudinal stability
utilized athwartship may be always quantitative and pro-
portional to the needs. With the adjunct the ship itself may
be very tender and of low metacentric height, because, as
above stated, any desired amount of the very great longi-
tudinal metacentric height may be added at will athwartship,
and this without any regard to the rolling period of the ship.
In this manner a comparatively small apparatus can be utilized
in effectually holding the ship against motion, simply because
each increment on the instant, and simultaneously with its
development, is completely subjugated and neutralized before
it has time to move the ship.

The gyro constitutes an ideal apparatus for this work, inas-
much as it is perfectly safe. It is unnecessary to run the wheel
at any but comparatively low stresses. In fact, the stresses
present can be brought below those used in hull practice. The
comparatively slow motion of the wheel is very inexpensive
to develop and maintain, representing only a small fraction of
the power required to propel bilge keels; and this power,
small as it is, is only required when the necessity for stabil-
izing arises, and then only in proportion to the seas running
at the time, whereas the power for the bilge keels is omni-
present; that is, it is a constant drag in all weathers. The
power for operating the precession is trifling, only sufficient
to absolutely control and limit the precession movements at
all times. This arises from the fact that the constant ten-
dency of the ship is to do precession-wise work upon the gyro.
The power required for the precession engine is almost nil, it
being only sufficient to control the implacement of the posi-
tive and negative energizations delivered to the ship.

The paper discusses the advantages of the active type of
gyroscope as compared with other methods of stabilizing ships.
The gyro equipment of the U. S. S. Worden is described in
detail. In closing the author states that our knowledge of the
amount of work derived from the active stabilizing gyros
herein described, while acting under these new conditions, is
now such as to enable us to calculate with all necessary ac-
curacy the weight and space occupied in connection with any
plant; also to predict with accuracy what the results will be,
the amount of power required, and also to prescribe, with a
fair degree of certainty, about what stabilizing factor under
the new modus operandi would be satisfactory with any given
ship.

No. 11!—Rudder Trials, U. S. S. Sterett
BY ASSISTANT NAVAL CONSTRUCTORS R. T. HANSON AND
J. ©; HUNSAKER, U. S: N.
ABSTRACT

The objects of these trials were: (1) Yo determine the
moment of pressure on the rudder in turning at varous speeds
and helm angles; (2) to compare these values with the cor-
responding values given by Joessel’s formula, and to obtain a
coefficient of reduction thereon; (3) to establish a formula
directly applicable to this particular type of vessel, and (4) to
investigate the condition of “meeting ship” with the helm when
already turning, and the condition of turning with engines
reversed.

It is believed that previous published turning trials have
been conducted at speeds not greater than 20 knots, and that
particular interest attaches to these trials on account of the
high speeds (28 knots maximum) at which they were run.

The trials for the conditions of “meeting ship” and “back-
ing’ were made for the purpose of obtaining data which, it
was hoped, would be of interest in the design of steering gear
for ships of a type similar to that tested.

For these turning trials, the U. S. S. Sterett, a destroyer of
recent design, was designated by the Navy Department. The
trials consisted in securing, with a recording spring dynamo-

512 INTERNATIONAL MARINE ENGINEERING

meter, a continuous record of tension in the standing part of
one tiller chain, rogether with records of time, helm angle
and revolutions of both turbines.

The results of the tests have been summarized in curves of
twisting moment, both maximum and on steady turning, co-
efficients of reduction on Joessel’s values and an approximate
empirical equation.

Turning trials underway were carried out in Massachusetts
Bay in the vicinity of Boston Light Ship. The sea was smooth
with a long ground swell. The mean displacement of the ship
was 835 tons, 12.7 percent greater than the displacement on
standardization. The depth of water in which the trials were
run varied from 12 to 20 fathoms.

The procedure for a run was as follows: The ship was put
upon a steady course at the desired speed (the corresponding
revolutions per minute being maintained as nearly as possible
except during actual turning, when the throttles were not
touched). After steadying on course and speed for a reason-
able length of time, a “stand-by” was given to the engine
room and to the man in charge of the dynamometer and gear
aft. The order was given to the helmsman “starboard 25
degrees,” etc., and simultaneously a “start-turn”
given by bell to the engine room, and a “jog” transmitted to
the record roll. As the ship’s head swung past 10 degrees,
20 degrees and 30 degrees by steering compass, one, two and
three notches were transmitted to the “signal” line on the
record roll. Since a practically steady value of stress was
in every case reached at 40 degrees to 60 degrees of swing,
the turn was considered finished after swinging through eight
points. The helm was then put amidships and the ship stead-
ied on her course at the speed desired for the next turn. On
each turn the time to put helm over was checked on a stop-
watch, and the helmsman was coached to secure a uniform
rate. The average rate at which the helm was put over was
3 degrees per second.

For convenience the tests were begun at the lowest speed.
The “meet ship’? turns were run in wherever the speed of
ship, and capacity of dynamometer spring already fitted, made
it convenient. The full-power backing trials were made im-
mediately after the turns at maximum speed ahead, and the
trials were concluded with the backing turns at reduced
power.

signal was

Three turns were made at each helm angle; four ditferent
helm angles were used at each speed, and there were five
speeds ahead, in addition to “meet ship” turns and full power
and reduced power backing turns. The total number of turns
made was 74, and the total time required was seven hours.

The “meet ship” turns consisted in steadying on a course
at prescribed speed, then putting the helm first port a certain
number of degrees, then starboard. Continuous records were
made and maximum and “steady” stress obtained for various
conditions, such as “meeting” the ship with starboard helm
immediately after the helm had been put aport, and “‘meet-
ing” her at various intervals of time after the ship’s head had
begun to swing to starboard.

Backing turns were made both at full power and at reduced
power. The backing turns at full power are of particular
interest, because they give twisting moments more than 1.5
cimes as great as the maximum moments obtained on the
turns at the highest speeds ahead.

The instant the helm starts to move, in beginning a turn,
the force recorded on the dynamometer begins to rise, and
reaches a maximum at about the instant the helm reaches its
maximum angle. During this time the ship first gives a slight
kick to starboard (assuming helm put to starboard), then
starts to turn to port. As she continues to turn, the tension
in the tiller chain falls off somewhat and then maintains a
practically uniform or “steady” value after a swing of 4o de-
grees to 50 degrees. The ship then turns uniformly in her

DECEMBER, I912

normal turning circle, and as there is practically no further
variation in the ordinate of the force curve the turn is con-
sidered finished after a swing of 90 degrees. As soon as the
helm is put back amidships the tension in the tiller chain falls
rapidly to its initial value.

The data obtained in these trials are presented in tables and
curves, and a formula is proposed for twisting moments in
terms of the rudder constants. The conclusions set forth
from these trials are as follows: ,

1. A given coefficient of reduction for Joessel’s formula
may be applied to similar ships, with rudders of the same type,

only for the same helm angle and at corresponding speeds, .

V
Py =} constant.
Vi

2. In turning with the helm alone, the maximum tension
in the rudder chain (including friction of gear) occurs at the
instant the helm has reached its extreme position, and amounts
to 139 percent of the tension when the ship is turning uni-
formly at 28 knots and 35 degrees helm.

3. The maximum twisting moment on the rudder post oc-
curs at the same instant as (2) above, and amounts to 130
percent of the moment when ship is turning uniformly at 28
knots and 35 degrees helm.

4. The rudder moment to “meet ship’ when turning amounts
to about 112 percent of the moment, exerted in steady turning
with same speed and helm.

5. The effect of waves of height about 4 feet is to produce
a maximum moment when turning of 135 percent of the maxi-
mum moment when turning in quiet water.

6. The force exerted by the steering engine to overcome the
friction of the leads to the rudder yoke is 24 percent of the
maximum force exerted on turning at 28 knots and 35 degrees
helm in quiet water. This seems to be a disadvantage of a
location of the steering engine forward in a ship of such
length.

7. The greatest moment measured during these trials was
obtained in backing full power with full helm. The rudder
moment for this condition amounted to 1.6 times the moment
recorded on steady turning at 28 knots and 35 degrees helm.

With the results of these rudder trials at hand it would be
of interest to determine, with precision, the path of the Sterett
in turning with a view to establishing the relation between
the rudder moment and the maneuvering qualities of this type
of ship.

To afford data for the design of steering gear and rudder
posts, using a definite factor of safety, such rudder trials as
are described in this paper should be conducted in rough
weather.

No. 12—Logarithmic Speed=Power Diagram
BY THOMAS M. GUNN

ABSTRACT

To logarithmic diagrams of one type or another the modern
engineer is indebted for the rapid and easy solution of many
cumbersome formule. The calculations which yield them-
selves most readily to its use are those involving products,
quotients or powers of numbers. It matters little what the
exponent is, the solution of a formula consisting of (a con-
stant) & (a variable) raised to any known power, requires
for its repeated solution only the drawing of one straight line,
and thereafter for any value of the variable within the range
of the diagram the result is read off directly. For such pur-
poses it is common to use logarithmic co-ordinate paper, which
is available in two or three sizes. Diagrams have already been
used repeatedly for the calculation of frictional resistance of
ships. It is not desired in this paper to present new informa-
tion upon the power of ships or propellers, but rather to sub-

DECEMBER, 1912

mit a means of convenient application of the laws of com-
parison for ships and propellers.

The following table summarizes some of the commonly
known relations between similar ships of different size. For
convenience, all of these relations are stated in the last col-

umn in terms of speed:
a] Quantity in Proportion to
which Function Va-
ries, in Terms of:

FUNCTION. Ihe D. V.
Length or other linear dimension, L.......... L D178 V2
Sis Eide Oy catob ASE CDO ROA Donn S Gonos opens L2 D2/8 V4
SEcihy 1s ostgn covudboadnooneaddarddan deoodde el/2 Dr/8 V
WMisplacement Omak riictaieliaierel: Ls D Vs
Wave resistance (residual) ................. 103 b ys
WENA PHONE! Codauooco Gann banoG0ds soo oduORD Lts2 Di/s vi

The fact that both the exponent and coefficient of friction
vary in the formula for frictional resistance makes it impossi-
ble to introduce this term directly in the laws of comparison.
Detail calculation shows that if frictional horsepower be cal-
culated for two similar surfaces at corresponding speeds, the
ratio of horsepower is very closely approximated by the 6.735
power of the speed ratio, or the 3.3675 power of the length
ratio.

This relation holds most closely for surfaces above 50 feet
in length, but is a good approximation even as low as IO or 15
feet in length.

Since friction power of the ship varies nearly as the 6.735
power and residual power as the seventh power of the speed
for similar hulls at corresponding speeds, it may be expected
that their sum or effective horsepower will vary as some
power of the speed between 6.735 and 7. It is somewhat
variable, dependent upon the ratio between frictional and total
resistance or power.

In common practice the power consumed in surface friction
is from 50 to 60 percent of the effective power, as low as
40 percent only in very high-speed craft, and dropping possibly
to Io percent in hydroplanes or rising to 90 percent at low
speeds for long cargo vessels. It may be stated that for
normal designs, from full boats of low speed to fine forms of
high speed, there is not much error in assuming the ex-
ponent of reduction to be about 6.866.

The application of the logarithmetic diagram to these cal-
culations and to propeller problems is explained in detail in
the paper, a full comprehension of which can be gained only
by consulting the numerous diagrams which accompany the
paper and which cannot be reproduced in the limited space
available for this report.

No. 13—Tool Steel for the U. S. Navy
BY LEWIS HOBART KENNEY, B. S., M. E.
ABSTRACT

Previous to 1909 each navy yard prepared requisitions for
the purchase of tool steels for its own purposes. The re-
quisitions specified either proprietary material or that the
contract would be awarded from information obtained by a
test of some description of samples submitted by the bidders.
By this method there was no uniformity in the specifications
of the navy yards. In order to centralize the purchase and
standardize the tool steels for the navy yards, a tool steel
board in 19cg recommended that the Philadelphia navy yard
be the purchasing station, and prepared specifications for one
“high-speed” and three carbon tool steels.

The chemical composition of the “high-speed” tool steel
differed from any of the commercial tool steels, and the
’ carbon tool steels were varied principally in the carbon con-
tent, in order to adapt them to the purposes for which such
tool steels are generally used. The contracts were awarded
under these specifications to the lowest responsible bidders for
tool steels of a chemical composition within the specification
limits. As part of the inspection for acceptance of the ma-

INTERNATIONAL MARINE ENGINEERING

513

terial physical tests were prescribed in addition to the chemical
analyses, but the physical tests never gave satisfactory or
decisive results, and evidently were not co-ordinate with the
chemical compositions. The specifications did not provide a
means for either ascertaining the relative merits of the tool
steels offered by the bidders or if there were better tool steels
than those within the limits of the chemical compositions
specified.

It was, therefore, considered advisable to revise the specifi-
cations so that the bidders would be required to submit
samples of the tool steels covered by their bids. The samples
would be manufactured into tools, and subjected to physical
tests devised to investigate the relative merits of the samples
submitted. The data thus obtained would form the basis for
recommending the award of contract. The chemical com-
positions would be given with maximum and minimum limits,
in order to indicate to the bidder the kind of tool steel re-
quired, but as the physical test would form the basis for
recommending the award of contract a statement would be
included to the effect that the bidders could submit samples
of chemical compositions differing from those specified. The
object of this provision was to introduce competition as to
the qualities of the total steels instead of simply competition in
price.

By modifying the specifications as outlined above a means
would be provided for learning something of the relative
merits of the commercial tool steels, and for taking advantage
of the developments and progress made by the manufacturers
in this subject. Definite information would also be obtained
of the qualities of the tool steels before the contract was
awarded for their purchase, which is evidently a decidedly
important matter.

The study of tool steels, which the adoption of specifications
as outlined above made possible, is under the direction of the
Engineer Officer, Navy Yard, Philadelphia, Pa. The subject
practically divides into the two general classifications of
“high-speed” tool steel, or tungsten tool steel, Class I, as it
has been designated in the later specifications, and carbon tool
steels. The “high-speed” tool steel was considered the more
important, and its study was, therefore, undertaken first. The
paper has been divided into the following sections:

(a) Tungsten tool steel, Class 1, development of specifi-
cations.

(b) Carbon tool steels, development of specifications.

(d) General notes.

Sections (a) and (b) have been subdivided to represent the
successive schedules under which tool steels were purchased.

Each of these sections is discussed in detail and amplified
with lengthy appendices and numerous charts, showing what
has been accomplished in this important department of naval
work. | When the Philadelphia navy yard was selected as the
purchasing station for tool steels, there was no information on
file as to the dimensions or amounts of the several kinds of
tool steels which would be needed by the navy yards per
annum. Tool steels were, therefore, purchased under the
specifications then in force from time to time as required.
This method required advertising for bids at intervals and
caused delays in delivering to a navy yard the tool steel it
had ordered.

The expense of a selective test as described in the paper
would be prohibitive if it were to be made to determine the
award of contract for small quantities of tool steel. It was
therefore decided to recommend the purchase of a six months’
supply of tool steels in order to test the specifications, reduce
the ratio of the cost for the selective test and the cost for the
entire amount of steel purchased to a minimum and to get a
stock in store.

The selective test, as adopted, indicated that only minor

514

modifications of the specifications were necessary, and it was
therefore considered safe to recommend that an annual con-
tract for tool steels be made, the contract to be so framed
that tool steels of any reasonable dimensions and in accord-
ance with the classification of the specifications could be
ordered in any desired quantities throughout a fiscal year. A
schedule was prepared to meet these requirements, and an
extract made from it is given in the paper to explain the
general scheme.

No. 14—The Sperry Gyro=Compass in Service

BY LIEU. R. E. GILEMOR, U: S: N-

ABSTRACT

To be in service an instrument such as that with which the
paper deals must have passed the experimental stage—the
stage of trial and development. It must have emerged from
that stage in a form which is fundamentally sound and prac-
ticable. It must have demonstrated its value and have been
placed in actual service. This has all come to pass and the
old approximate, magnetic compass, with its many errors and
weaknesses, is being superseded by an accurate instrument
which gives us our true course at sea, is unaffected by mag-
netic or physical forces tending to deviate it; is simple and
substantial, requiring little care or supervision.

Early in this work the inventor became convinced that the
major problem was one of pure engineering in devising a sus-
pension which would be frictionless about the vertical axis,
allowing the gyroscope to turn with perfect freedom in its
effort to seek the meridian. In the most powerful gyroscopic
compass which has ever been devised, the maximum directive
force (axis at 90 degrees from the meridian) exerts a power
which is equivalent to only .or5 watt-seconds. This decreases
in proportion to the cosine of the angle which the axis makes
with the meridian until, when the axis is exactly on the
meridian, the directive force is zero. The suspension must be
such that the gyro is free to return to the meridian under the
very minute directive force exerted when the axis has left the
meridian by only a small fraction of a degree. The solution
of this problem alone involved years of experimental work,
inasmuch as no ordinary suspension could be used because of
the weights involved. The problem was finally solved by
suspending the gyroscopic, or sensitive element, from a
stranded wire, the top of which is carried in a frame sur-
rounding the gyroscopic element, this frame being oriented
by an electrical follow-up system in such manner as to cause
the frame to follow any tendencies of the gyroscopic element
to move about the vertical axis. This constitutes a highly
frictionless suspension, with the result that, while great power
is available for driving the compass card and repeater trans-
mitting system, the gyro itself has extremely little work to do,
and consequently can be made very sensitive while running at
quite moderate speed. This suspension has made possible a
durable and, at the same time, a very sensitive instrument.
Numerous other problems, quite as difficult of solution, were
encountered. The manner in which all of these problems were
solved, resulting in a strong and accurate instrument, is ex-
plained in the paper by a detailed description of the gyro
compass as it is constructed at the present time. With the
gyro compass it will be possible to navigate the ship ac
curately in any sort of weather and without taking observa-
tions to check the position. Observations would, of course, be
taken in good weather as an additional safeguard. The in-
stallation of the instrument involves nothing complicated,
inasmuch as the only adjustment necessary is to properly place
the lubber’s point so that the true angular position of the
ship’s head is always shown.

The first compass was installed on board the Old Dominion
Line steamer Princess Anne. It was placed at the farthest

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I912

possible point from the ship’s metacenter, so as to obtain the
maximum effect from the rolling and pitching of the vessel.
A yoyage was made with the compass from New York to
Norfolk and return. During this time the ship rolled as much
as 26 degrees on each side of an even keel. Close observation
of the compass failed to disclose the slightest deviation due
to this motion. Tests were made by quickly changing course
and speed to ascertain whether or not any oscillations were
induced by the acceleration pressures so impressed. Follow-
ing these trials installations were made on the U. S. S.
Drayton, a torpedo boat destroyer, and on the U. S. S. Dela-
ware, a battleship. The satisfactory performance of these
installations resulted in a contract for supplying the navy
with eight complete gyro-compass outfits. These were in-
stalled on board the U. S. S. North Dakota, Florida, Utah,
Michigan, Arkansas and Wyoming, and on the submarines
E-1 and E-2, and since then ten more compasses have been

-contracted for.

A Tribute to the Titanic Heroes

In his address, delivered at the twentieth annual meeting of
the Society of Naval Architects and Marine Engineers, Mr.
Stevenson Taylor, president of the society, paid the following
tribute to the brave men in the engine room of the Titanic:

“The one overwhelming event of the year, which more than
any other directly interests naval architects and marine engi-
neers, was the loss in April last, with its awful consequence,
of the splendid Titanic, the latest work of one of the great
shipbuilding yards of the world. No previous disaster at sea,
great as some have been, ever produced the consternation and
appalling feeling of man’s impotence that was caused by the
foundering of what was considered the last word in ocean
steamship construction. This terrible event has been the
occasion of investigation at home and abroad, with sundry
conclusions as to the responsibility for the disaster and the
need of changes in the various requirements for the future.
All naval architects are aware of all that has been said and
done, for a matter of such vital interest to everybody must
have received from every member of the Society of Naval
Architects and Marine Engineers the closest attention and
most careful consideration. The disaster has been attributed,
perhaps, to a combination of circumstances never happening
before, in which combination occurs human judgment, upon
which, in all walks of life, in all spheres of action, so much
must depend. Where human judgment is concerned a tribute
must be paid to those in the engine rooms at the time of the
disaster. In our work we meet and know this class of men.
Far below in the depths of the ship they well knew long before
those on deck of the fatal hurt the ship had received. Of
those directly employed by the steamship company who were
called to their places as a matter of regular duty, and of those
on assumed duty in behalf of the builders, who were at the
time in no way responsible for the management of the ship,
not one was saved. There were many glorious examples of
heroism on deck, but none more glorious, none showing
greater self-sacrifice than the example given by that splendid
engineer corps, remaining below awaiting the end without
the slightest possible chance of life. All honor to those true,
brave men!”

AMERICAN SocreTy OF MECHANICAL ENGINEERS.—The
American Society of Mechanical Engineers will meet with the
Verein Deutscher Ingenieure in Germany, June 21-July 7,
1913. Members and guests of the American society will leave
New York June 11, and the itinerary as planned offers a most
remarkable tour of the industries of Germany.

DECEMBER, I9Q12

INTERNATIONAL MARINE ENGINEERING 51

Communications of Interest from Practical Marine Engineers

Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and
Auxiliaries ; Breakdowns at Sea and Repairs

The Engineer—Marine or Stationary?

For the young man who wishes to become an engineer it
is sometimes difficult to decide which course he will pursue,
whether to become a stationary engineer or a marine engineer.
When he is in doubt opportunity and circumstances often de-
cide the question for him, but nevertheless much has been
written regarding the advantages and disadvantages of each,
and the beginner naturally wants to know which course is
preferable and why.

In large power stations. may be found many engineers who
have followed the sea and hold a marine license; also from
chief engineers of power stations it has been ascertained that
the marine engineer is much in demand on shore, the reason
for this being that the engineer who follows the sea in ships
of large tonnage, especially in the large express steamers, has
a greater variety of duties to perform with which the engineer
on shore never comes in contact. The chief engineer who
is a marine man is schooled in discipline as well as in
mechanics. He learns discipline while holding a subordinate
position, perhaps as third assistant engineer, where he must
direct successfully men who are not ambitious but who are
simply a part of the human machinery of the engine department,
This is sometimes a difficult task and requires much patience
and persistence which is not known to the stationary engineer.
The men in the engine department on board ship are there
to work and perform the duties for which they were shipped.
The engineer at sea cannot tell a fireman that he is discharged
—nothing of the kind can be done. The fireman is there to
work and complete the voyage, unless he is physically indis-
posed, and in such an instance it should be noted that the
ship’s surgeon is not an “easy mark” by any means, and if a
case of sickness is found to be false the “knight of the coal
shovel” will soon find himself back at his furnace doing the
bidding of the third assistant engineer. y

“All is not gold that glitters.” The young man who looks
on the shining cylinder heads of a marine engine knows noth-
ing of the dirt in the bilge, nor has he felt the roll of the ship
or the pitching in a head sea, or the nauseating smell of hot,
burning engine oil dripping from a steam pipe until he has come
in contact with it. Hot water and bare steam pipes are a con-
stant source of worry and disgust to him, and he will prob-
ably soon be strongly tempted, as the boys say, “to chuck up”
his job. But on reaching port and smooth water again he
decides to try one more trip, and thus he gets the fever, and
then the habit, and it is hard to get away once you have be-
come acquainted with the Old Man Neptune, for he has a
hold which it is hard to break. At sea your meals are regular
and, although your work is hard, you have a good appetite,
which, of course, is not saying that your appetite is always
satisfied; but, nevertheless, plain food and plenty of it does
wonders for the ambitious young man.

The chief engineer of one of the Sound steamers of the
Fall River Line was asked for his opinion as to which was
preferable, an engineer’s life on shore or afloat, and his
prompt reply was “an engineer’s life on shore is preferable.
A man on shore in a large plant has a much better position.”
Being asked as to why this was so, he gave many and various
reasons, one being that it was worth more money, which, of
course, would rule the majority. But the young man who is
interested in his work leaves this as a secondary considera-
tion; for in his earlier years knowledge and practical ex-

perience are, or should be, what he is after. Much of this he
can obtain by keen observation and a sensible question asked
now and then. Generally the desired information is cheer-
fully given, and then, again, sometimes you don’t get it. Some
of the old school engineers think the young fellows are too
progressive, and, in a certain light, they look dangerous, but,
on the whole, you will find marine engineers to be a fine class
of men and conscientious to a point almost unbelievable.

Marine engineering isa combination of theory and practice,
and to follow it successfully requires much study and plan-
ning, and a man should read much in his spare time and
compare notes with the fellow on the other boat. The man
who does not read, does not progress. He is at a standstill
and just performs the routine duties of his position, and nine
times out of ten his hand never reaches the pen in the office
of the local inspector who issues the marine engineer’s license.

The young man who wishes to go to sea and become a
marine engineer, unless he is far-sighted, may think it will be
a humdrum life, but, as a matter of fact, there is something
to look ahead for. The marine engineer may not always
follow the sea; and if he gains a reputation for sobriety,
trustworthiness, and is an economical man and a good
mechanic, and maintains good discipline, many good positions
are open to him on shore; for the training he has received on
shipboard is quite an asset to the corporation which desires
his service. The marine engineer must depend on his own
ingenuity many times for temporary repairs, whereas his
brother on shore can have parts repaired or refitted for him
without worrying much about it. Of course, he is directly
responsible for the repair work, but the repair man usually
furnishes the tools and does the work in the usual way. Also,
there is usually a machine shop around the corner, and the
repair work is not such a tax on the engineer’s ability as it
would be at sea, where he has to depend largely upon his own
resources.

Opinions regarding the qualifications of a successful engi-
neer have changed greatly in the last few years. It used to be
thought that the chief engineer should be quite an old chap
with years of practical experience, and theory did not count
for much. A very interesting illustration of this occurred
recently to a young man who applied at a sawmill in one of the
Northern New England States for a position as engineer.
He was told that he was too young and had not had enough
experience. Much humiliated he went away, but the next year
he happened to be in that vicinity again and he thought he
would see what kind of a man was holding the position. He
found that the present incumbent was quite an old gentleman
with a strong resemblance to Santa Claus. He had a long
white beard and was considered by the superintendent to be
an engineer of unsual ability. The young man remarked to
the venerable engineer with the whiskers of great length that
the last time he was in that place the engine was turning to
the right, but that this time she was turning under or to the
left with the belt crossed. In explaining this unusual occur-
rence the old engineer remarked that the engine had started
the wrong way one morning, and being unable to determine
the cause for this they had crossed the belt, and, outside of a
large-size bump, she was running first rate. Poor old chap!
Who knows but that perhaps some morning he will start the
engine up and perhaps the eccentric will slip just enough to
start her the other way, or perhaps she won't go at all From

516

this it may be readily seen that the time served and the ex-
perience and practical knowledge gained differs greatly with
men.

The young engineer should train his powers of observation
and keep a memorandum book with examples and facts cor-
rectly written therein, which will be of great assistance to him
many times. The best preparatory school for the engineer,
whether he is inclined to adopt the stationary or marine prac-
tice, is the engine-building shop. Isaac N. Cory.

New Bedford, Mass.

A Word as to Boilers

It is true in many cases that no part of marine machinery
receives more abuse than the steam generator. In placing a
contract the owner will try to get as cheap a job as possible,
never considering that during the remainder of the plant’s life
he will spend large sums for fuel, and perhaps for large
repair bills. Go on board many ships and take a look at the
boilers. In numerous cases we see a state of affairs that is
absolutely startling. What is there to keep oil and grease out
of the boilers? At what temperature does the feed-water
enter the boiler? The writer some few years ago examined
a boiler of a coastwise ship. This boiler was of the leg type,
and had he been told that it was coated with grease he would
not have believed it. As a matter of fact, however, the boiler
was worse than coated. The stays were covered with a nice,
thick coating of grease, which was well baked on. On the
back connection, on the crown sheets—in fact, on every place
one could see—there were signs of oil, and he wondered that
it ever kept together and that there never was a loss of life
and floating property.

Some time ago a large ocean-going tug was fitted with a
new boiler. At the time the boiler was being built repairs
were also, made to the machinery, and in the latter was the
reboring of the high-pressure cylinder. This tug was fitted
with a heater and grease extractor. After the tug was in
commission complaints were made regarding the coal con-
sumption. An investigation showed that the grease extractor
was not used. The heater coils were covered with grease, and
the boiler was thoroughly saturated with grease and oil.
Upon seeking a reason I found that the engineer had no time
to renew the cartridge and-he had been using great quantities
of oil in his high-pressure cylinder.

Now, there are ships running that have no grease extrac-
tor, and many are without heaters, distillers or evaporators.
The reason for this is simply the question of first cost. Yet
many times the price of these outfits is paid for in the saving
on coal bills, and that in a comparatively short time. What
is the cost of a grease extractor compared to the cost of a
furnace, plus the loss occasioned by a tie-up? It is not my
purpose to talk feed heaters, grease extractors or other spe-
cialties. I am, however, at a loss to understand how owners
can ignore this vital part of a ship’s plant. Aside from the
enormous loss of efficiency as a steam generator caused by
grease and oil by the introduction of feed at a low tempera-
ture, enormous strains are put up in the structure, and often
cause trouble, which likewise is very costly. We know that
distilled water is not good for a boiler, and to avoid any
trouble we simply use enough salt feed to give the boiler a fine
coating of salt. It is a very poor plan, indeed, to use oil in
the cylinder of a new engine, and it should be worked without
it. There will, however, be a very slight amount of oil intro-
duced into the cylinders, especially in the low-pressure cylin-
der, from the swabbing of rods.

There is not to-day a grease extractor that will tare all the
oil out of feed-water. Oil can only be entirely eliminated by
taking it out of the steam. If we had a grease or oil ex-
tractor placed in the eduction pipe we could practically elimi-

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

nate all the oil. Take, for example, a piece of plate, say
No. 16 B. W. G., and form it so that it will hold a small
quantity of water. Before introducing the water smear a
portion of the surface of plate with a small quantity of oil;
then introduce the water, place the plate over a candle, and
note what takes place. It is a very interesting sight, and one
would be surprised to see what happens. Further, we can
readily understand why crown sheets come down.

A well-made boiler is a dependable thing, and when properly
proportioned and designed, as well as properly handled in
service, is capable of showing very high efficiency. It matters
not, however, how well designed or built if its treatment in
service is bad. A man will pay thousands of dollars for a
race horse, and he sees to it that his animal is treated with
the greatest care and that everything conducive to its longev-
ity is obtained. Why? Because it is a source of revenue.
Yet a boiler, costing more, and being even a greater source of
revenue, is permitted to be handled by ignorant attendants,
and anything conducive to increased efficiency is considered
too costly to install. Think of the boilers to-day on so-called
modern ships, let alone in stationary plants, which are treated
to a good surface blow every day to get rid of the oil and scum
carried over from the use of oil in the engine! Is this heat
worth saving? Does it not represent money? Does it not
represent energy going to waste? Does it not denote terrific
strains on the boiler itself? Does it not show lack of ap-
preciation of cause and effect? The answer may be that we
have not enough auxiliaries to heat the feed. Yes, that may be
true enough, and theoretically there is no gain by heating
feed-water with steam direct from the boiler, and a little
thought will make the reason clear; but there is a gain, a vast
gain, in the life of boiler, because the strains are eliminated.
If the strains put up were constant and not intermittent in
character, they would not be so dangerous; but is it fair to
suppose that intermittent stresses are set up and no injurious
effects follow? I do not think so. These are abuses that can
be remedied, and should be, aside from the question of fuel
economy. It requires the closest contact between the gases
and the walls of the boiler and between the wall and the water
for efficient transmission of heat from the gases of combustion
to the water. If this condition must obtain, then we will have
to keep all foreign matter out of our boilers. We all know
that the most efficient heating surface is that of the furnace
crowns and combustion chambers, this being, of course, due to
the difference of temperature between the two sides of the
plate. Then there is freedom of the surfaces from deposits of
soot or ash, and if proper precaution is taken freedom from
mineral or earthy matter.

Now, as for the remaining parts adding to heating surface,
we can eliminate them in the present article, as the above-
mentioned surfaces are those affected by grease and oil. If I
could picture the condition of some boilers which I have ex-
amined internally, I am sure it would hardly be credited. Yet
the fact remains that such conditions did obtain and still
obtain, and many boilers are filthy and the line of oil marks
are clearly shown. At one time in the history of the steam
engine, I will grant, cylinder lubrication was a necessity, and
the old grease cup on the top of cylinder heads was considered
a thing of beauty and a joy forever for the engineer. In the
present-day conditions it is not mecessary. If kerosene
(paraffin) is at times introduced into the boiler it not only
insures a harmless lubricant but at the same time a most
efficient one, as the cylinders and the surface of cylinder walls
soon take on a magnificent polish, and, again, there is a
chemical action which hardens the surface, and in a period of
time the walls reflect like a mirror.

What is the gain by using a feed-water heater? Let us
first suppose that the water is fed to the boiler at a tempera-
ture of 110 degrees, and, further, that the working pressure

DECEMBER, 1912

is 180 pounds gage or 195 pounds absolute. We will assume
that 8 pounds of water are evaporated under these conditions
per pound of coal. The total heat of steam at a pressure of
195 pounds absolute is 1197.5 British thermal units per pound.
The temperature of the feed-water being 110 degrees we have
1197.5 — (110 — 32) equals 1119.5 British thermal units added
to each’ pound of water passing through the boiler. Now, as
8 pounds of water are evaporated per pound of coal, we
have 8 X 1119.5 equals 8956.0 British thermal units. Now sup-
pose a heater is installed and our feed-water is to be raised
to 212 degrees. To generate steam of 195 pounds absolute
pressure from a feed of 212 degrees requires 1013 British
thermal units, which is made up of the latent heat (845 British
thermal units) plus 168 British thermal units, the sensible
heat (168 British thermal units). We therefore have 8956
British thermal units, divided by 1013 British thermal units
equals 8.84 pounds, or a gain of 10.5 percent. It is the prac-
tice, however, to heat the feed to 215 degrees and 220 degrees
F., resulting in a gain of about I0.5 to II percent. It is un-
necessary to carry this further.

Is it worth saving? Is the life of the boiler worth pro-
longing? Is the boiler to be credited with low efficiency be-
cause it receives but scant consideration? Is the engine to re-
ceive every consideration, while the steam generating plant is
passed over with only sufficient interest to warrant the pro-
duction of sufficient steam to enable the engine to turn the
wheels and thus propel the floating body?

We are in latitudes where the coal pile is getting to be of
some consequence, and where the boilers have to receive some
scientific consideration. There is plenty of room for improve-
ment in design, and there must be a more scientific method
of handling when under way. There is no excuse for having
dirty boilers, nor is there any excuse for having crown-sheet
trouble caused by grease. It would take more space than can
be given in this article to compare the cost of prevention and
the cost of new furnaces. It would, however, be an interesting
comparison.

I cannot close this without mentioning a case that came
under my notice about three years ago. I was requested to
go South and at a certain point meet a large ocean-going
tug, bring her to Baltimore, and there make a complete ex-
amination and report, as on my report the boat would either
be accepted or rejected. After the boilers had cooled down I
went through them, and never inspected more finely-kept
boilers; there was not a trace of grease in any part, the water-
line was a well defined line, and I could take my fingers and
erase all sign of it. It was properly coated with salt, just
enough to prevent any injurious action of the water. The
steam space was perfect, and one could have gone in those
boilers without getting his clothes soiled, as the deposit of
salt would brush off. There was no sign of pits; and, further-
more, no damp ash was allowed to accumulate around the
front, and therefore no corrosion due to this cause was able to
take place. The boilers, at that time, had been three years in
actual, hard service. There was no indication of any part
being strained; furthermore, there was not a sign of a leak
of any kind. These boilers were built by the Harlan &
Hollingsworth Corporation, Wilmington, Del., and were char-
acteristic of their boiler work.

I have not since or do I ever expect to see finer treatment
given boilers than these received, and the efficiency was very
high. I had the pleasure of seeing a boiler plant a few days
ago where the boilers receive first consideration, and here
were boilers furnishing steam to a triple-expansion engine
and the necessary auxiliaries; the feed temperature is held
at 215 degrees F. The efficiency of this plant, taken from log
entries, is very high, and I may say the thermal efficiency of
the engines is likewise high; in fact, higher than that which
ordinarily obtains. [ can mention several ships of this line

INTERNATIONAL MARINE ENGINEERING

DL7,

that show very high evaporative efficiency and where the
boilers are the first consideration, and the superintending
engineer, as long as I can remember, has been considered a
crank on the boiler question, but results have amply justified
his demands that the boilers receive certain proper treat-
ment, and for the size of their ships they are the most eco-
nomical and efficient.

We can design and construct, and on these points we can
exercise judgment and produce a fine piece of work. In
actual operation, however, we have no control, and it matters
not how we design to satisfy all conditions of stress and
strain; if the necessary precautions are not taken and the
required preventatives adopted the boiler will not, and cannot,
be efficient, and above all the attendants must be instructed
and made to handle the boilers in a more scientific manner.
Sludge, grease, excessive strains, and leaks caused by them,
can be eliminated, dropped crowns can be likewise elimi-
nated and money saved. It is up to the owner whether he
wants dividends from every item of his plant or is satisfied to
pay coal bills and tries to “grind” down builders in the cost
of construction. The latter is the spigot, the former the bung-
hole, and let us ease up a little on the poor spigot and ‘get
after this bung-hole, which is very much larger.

New York. CHARLES S. LINCH.

Duplex Pumps

A steamer in which the writer served as third engineer
had a duplex ballast donkey with which the chief expressed
himself as very dissatisfied.

The pump in question was overhauled and apparently
worked fairly well, but the chief seemed to have a grudge
against it. He was always complaining that it did not work
correctly. Finally he tried a new method of his own to adjust .
the valves. While steam was on the pump he uncoupled the
valve links and gave the valve rod half a turn, opening the
valve to steam to see the effect, repeating the dose at his dis-
cretion. The looked-for happened after a while; to the great
amusement of us juniors he miscounted his turns and carried
away the link motion altogether.

It is my opinion that the majority of my seagoing col-
leagues do not understand the mechanism of the duplex pump.
It gets the hardest service, any amount of abuse and no thanks.
It puts up with treatment that would put out of commission
any other engine room auxiliary. Space and price considered
it earns its keep handsomely. My experience may be unusual,
but no engineer I was ever shipmates with really understood
the duplex pump, and it is with this in my mind that I write.
It was my good fortune to come across two men at different
times who had made a life study of pumps, and for the benefit
of the large number of my colleagues who have not had this
good fortune I wish to pass on to them the results of my
tuition. ;

To Set THE VALVES OF A DupLtex PuMP

(1) Set both piston rods in mid position. To do this force
the piston rod one side of the pump, using the cross-head and
not the links until a satisfactory bump is obtained on the
cover by the piston; mark the rod by scribing from the face of
the stuffing-box. Now bump the other end of the cylinder,
and by measurement obtain the distance between the first
mark and the stuffing-box face. Now make a mark on the rod
in the center position between the two, and set the rod back
until this comes at the stuffing-box face.

(2) Repeat with the other rod. Lift the valve covers and
examine the valves.

(3) If the pump is small there is a single nut in the center
of the valve, which is not a fit, the valve having lost motion or
back lash. Try the valve to both ends of extreme movement;
it should then uncover an equal amount of port opening. If

not, adjust to suit. I may state that in every case where I
have opened up a duplex pump ina ship I find the lost motion
carefully washered up.

(4) If the pump is of larger type the valve rod has double-
lock nuts on either side of the valve, and I have invariably found
these tight up to the valve. Lost motion must be given to the
extent of 3/16 or % inch, dividing the port opening equally
between the extreme positions of the valve.

There is no outside lap on the slide valve of a duplex pump,
and the lost motion compensates for this. Too much lost
motion will cause the pistons to knock on the covers; too little
shortens the stroke. Duplex vacuum pumps used for pumping
hot water have lost motion visible outside the valve chest, the
coupling of valve rod to its link having a connector which
allows a limited amount of lost motion. The latter can be
varied at pleasure by stopping the pump and adjusting the
screw connector. When pumping hot water the lost motion
is adjusted to suit varying temperature.

TESTING oF DupLexX PuMPs

Screw a pressure gage on the steam end and another on
the water end of the pump. It will be found that there are
tapped holes for the purpose in the covers.

Ascertain by the steam gage that the pump is getting full
steam pressure; throttle the delivery valve on the pump until
equal pressure is obtained on the water gage; open the air
cock to relieve air, and steady pointers of gages by the cocks
It is better to disconnect the delivery of the pump, letting the
water run into the bilges, but a valve must be on the delivery
of the pump. The pump should deliver full bore of water at
a fair speed. Test now for low steam pressures as well as
high. Satisfaction on this point having been obtained try the
pump with, say, €0 pounds of steam, and throttle the delivery
until the pump slows down to about eight strokes a minute.
Carefully note the behavior of the gage on the water end. If
the pointer remains at a reasonable constant pressure, the
pump taking a full-length steady stroke as well as giving a
clear exhaust cut-off, there is little or no fault.

Should, however, the gage indicate excessive ranges of
pressure, with either side working with a quick return (though
taking full stroke), it indicates leaky water valves as follows:

(1) Either through improper facing.

(2) A seat being loose.

(3) A valve hung up, either by fouling the side of the
chamber or a foreign substance lodged between the valve and
seat.

A pump working erratic and taking short strokes may be
due to one of the following defects:

(1) Joints blown between the two steam cylinders, thus
allowing pressure to-be on the back ends of both pistons at the
same time.

(2) By leaky steam pistons, allowing live steam to be on
both ends of the pistons at the same time.

Either defect could be detected by throttling the delivery
valve, thus slowing up the speed of the pump. The presence
of live steam through the exhaust would then be plainly ap-
parent.

Leaky water pistons or a broken joint beneath the force
plate or water chamber covers will render the working of the
pump erratic in some instances. But when the joint does not
blow until the higher pressure is reached the gage on same
would serve as an index to the trouble, it being difficult to
raise the water pressure beyond a certain limit, notwithstand-
ing the speed of the pump being increased. Under these con-
ditions the pump would deliver but a small percentage of its
plunger displacement against pressure.

The foregoing remarks on testing refer to boiler feed numps
especially, and if the test is carefully carried out will obviate

18 INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

the nuisance of a breakdown where a duplex pump is fitted
for boiler feeding.

To test for vacuum, a vacuum gage should be fitted between
a valve in the suction pipe and the pump. By adjusting the
valve the vacuum gage will indicate on this point. Twenty-
seven inches of vacuum should be obtained with no difficulty,
and this also serves when the pump is fitted to test lightness
of suction pipes. The vacuum test has, of course, its greatest
value where duplex pumps are used as ballast donkey pumps
and for bilges. A. L. Haas.

London.

Bulk Cargo Steamship Frieda

There was launched on Oct. 29, from the yards of the Fore
River Shipbuilding Company, at Quincy, Mass., the bulk cargo
steamer Frieda, to the order of the Union Sulphur Company.
The vessel was christened by Miss Adeline N. Snider, daugh-
ter of Mr. Clarence N. Snider, the treasurer of the Union
Sulphur Company.

This vessel is 315 feet in length and of 5,000 tons dead-
weight on a moderate draft. The Frieda has been designed
especially for the transport of bulk cargoes of low density,
and for this reason there has been incorporated in her hull
topside and also athwartship ballast tanks, making the holds
self-trimming on all four sides, theréby more than doubling
her ballast capacity and reducing her tonnage 20 percent.

The hull has been built to the highest class in Lloyd’s Regis-
ter, on what is known as modified transverse framing. The
vessel is of the single deck, poop, bridge and forecastle type
with propelling machinery installed aft, and is rigged with
three pole masts, the fore and main having derricks and cargo
discharging gear.

The accommodations comprise separate staterooms for the |
captain and navigating officers, together with two guests’
rooms in the bridge house amidships. The engineers are quar-
tered in a commodious Liverpool house on the poop deck,
and the petty officers, seamen, wipers, etc., in wing houses at
the forward end of the poop deck. These accommodations
will be exceptionally comfortable and go far to establish the
superiority of the quarters allotted to American seamen.

The auxiliary machinery comprises a Hyde windlass and
steam capstan, Lidgerwood winches and steam steering gear
with telemotor. There are a submarine signal, wireless tele-
graph installation, Morse night signal and a porhydrometer
for the automatic weighing of the cargo.

The propelling machinery consists of a 22%-inch triple ex-
pansion engine with two large single-ended Scotch boilers
with Howden’s forced draft and fitted for burning liquid fuel.
There have been installed in the engine room duplicate sets of
10 kilowatt generators; also two half-ton capacity ice ma-
chines to take care of the crew's consumable stores.

Altogether the vessel will prove a noteworthy addition to the
owner’s fleet, and it is hoped it will maintain the high tradi-
tion of her builders as exemplified in the steamship Herman
Frasch, constructed at the Fore River Shipbuilding Com-
pany’s yards at Quincy, Mass., over two years ago for the
same owners.

GrerMAN Nava ProcRAMME.—The new German naval con-
struction programme provides for one battleship and one large
cruiser each year from 1912 to 1917, with the addition of
another battleship in 1913 and ror16.

Oi; Fuet iy tHE Navy.—During 1911 the United States
navy used 15,000,000 gallons of fuel oil. The consumption for
1912 was estimated at 21,0C0,000 gallons.

INTERNATIONAL

DECEMBER, 1912

MARINE ENGINEERING

ly)

Review of Important Marine Articles in the Engineering Press

H. M. Torpedo Boat Destroyer Lurcher.—The Lurcher, one
of the Firedrake type, obtained during an official full-speed
trial of eight hours a mean speed of 35.345 knots, or 3.345
knots in excess of the contract speed. The trial was run in
deep water. The boat is 255 feet long with a beam of 25 feet
7 inches, and is propelled by twin screws driven by Parsons
turbines, steam being supplied by three of the latest type of
Yarrow boilers arranged for burning oil fuel only. Illustrated.
250 words.—Engineering, September 27.

The Diesel-Engined Ship Fordoman—The motor ship
Fordoman, of 2,3€8 gross tons, 250 feet long by 42 feet 6
inches beam by 26 feet 6 inches depth, has been built by the
Clyde Engineering & Shipbuilding Company, Port Glasgow,
for the grain-carrying trade on the Canadian Great Lakes.
The propelling machinery consists of a four-cylinder set of
Carels two-stroke-cycle Diesel engines, with cylinder diam-
eters 181% inches and stroke 32% inches, designed to develop
750 brake-horsepower at a normal speed of 120 revolutions per
minute. On trial the designed speed of 10 knots was exceeded,
the fuel consumption being .47 pound per brake-horsepower
per hour throughout. Exceptional results were also obtained
in manetivering, as 63 reversals were accomplished in 42 min-
ates, and at the end of the trial more than half of the stored
compressed air was still available. A complete reversal from
full speed ahead to full speed astern occupied six seconds, and
the engines were stopped dead from full speed in three revo-
lutions. 250 words.—Engineering, September 27.

Deckloads of Lumber—By Arthur R. Liddell. The fallacy
of the British law regarding deckloads of lumber is pointed
out, and in a discussion of the sea-going qualities of a lumber
steamer loaded with a deckload, the proper disposal of deck
cargo for safety in ships of different design is explained.
1,700 words.—The Marine Review, October.

Submarine Torpedo Boat Seal—The Seal is the first sub-
marine of her type to be built for the United States navy.
She was constructed by the Lake Torpedo Boat Company,
Bridgeport, Conn., and recently completed her acceptance trials
off Provincetown, Mass. The arrangement of torpedoes in this
boat is unique. Besides the ordinary bow tubes there are also
deck torpedoes carried in revolving torpedo tubes in a super-
structure, so that they may be trained to either broadside as
any ships’ guns. In her trials the boat made a surface speed
of 14.7 knots and a submerged speed of nearly 11 knots. She
was submerged to a depth of 256 feet with the crew on
board, which is a record in the performance of submarines.
One photograph. 700 words.—The Marine Review, October.

The Commercial Prospects of the Marine Oil Engine—It is
pointed out in this editorial discussion that while there is
every promise of the mechanical success of the marine oil
engine, the problem as a commercial one is more complex.
The remarks of Sir Charles Parsons, in his presidential
address delivered to the Northeast Coast Institution of En-
gineers and Shipbuilders recently, are commented upon freely,
as his address was. a masterly survey of contemporaneous
progress towards economy in marine propulsion. According
to the information presented in this way it is evident that by
no possibility could oil displace coal for all purposes, and
that if there is not a great development. in the output of
oil the progress of the marine oil engine must suffer. A
comparison of the relative costs of different fuels, as supplied
by Mr. C. E. Stromeyer in his annual report as chief engineer
of the Manchester Steam Users’ Association, is also quoted,
showing that at $3.60 (15s.) per ton for coal, oil would have

to be at $12.50 (50s.) for equality. The disadvantages of oil
engines, apart from the cost of fuel, were also discussed, as
well as the possible increase of efficiency of marine steam
machinery. While the possibilities of a gas turbine are not
counted as particularly hopeful by Sir Charles Parsons, yet
the possibility of a semi-rotary engine in its place is set forth
for a future development of internal-combustion engines.
2,500 words.—Engineering, November I.

Developments in Battleship Design—TVhe various stages of
development of battleship design in the British navy from the
Dreadnought to the Iron Duke and Marlborough (recently
launched) are traced. Little is known regarding the details of
the last two vessels except that they are 580 feet long, 90 feet
beam, with a displacement of 25,coo tons. The primary arma-
ment consists of ten 13.5-inch guns, the position of the guns
in the ship corresponding generally with that evolved for the
Orion. The secondary battery in these vessels consists of
6-inch guns mounted behind broadside armor on each side of
the ship-; The extent of the armor protection has not been
disclosed, but undoubtedly it is increased both in thickness
and extent over that in previous battleships. The speed of
the new vessels remains at 21 knots, power being developed
on four shafts from turbine engines operating at about 300
to 320 revolutions per minute. The power is increased from
23,000 in the Dreadnought to 29,000 in the new ships. Thus
while the tonnage has increased by 40 percent the designed
horsepower has increased only by 20 percent. 1,250 words.—
Engineering, October 11.

German Motor Notes——From observations made on a visit
to the principal marine engine builders in Germany it was
found that in that country there are seven firms which are
actually building heavy oil marine motors of considerable
size. These firms are Blohm & Voss, Hamburg; The Reiher-
stieg Shipbuilding Company, Hamburg; Fried Krupp, Kiel;
A. G. “Weser,” Bremen; J. C. Tecklenborg A. G., Geeste-
mtinde; J. Frerichs & Company A. G., Osterholz-Scharmbeck,
and the Maschinenfabrik Augsberge Nuremberg, Nuremberg.
Of the firms mentioned, Maschinenfabrik Augsberg Nurem-
berg and Krupp already have engines at work on submarines
and for small craft. Frerichs also have installed engines on
some small fishing craft. The others are not as yet repre-
sented afloat, although progress on work in the shops in
building motors of large units is well advanced. Generally
speaking, all these engines are the outcome of considerable
experience on a smaller scale. All firms are building two-
cycle engines. Reiherstieg and Tecklenborg are building
motors after Carels designs. Krupp and Blohm & Voss are
working with Maschinenfabrik Augsberg Nuremberg, while
the Weser and Frerichs companies are working on quite a
different line, building engines according to Professor Junker’s
patterns. The most remarkable feature noted in this trip was
the progress made with the double-acting engine and the use
of tar oil as fuel. The one point upon which unanimity has
apparently been reached is in the general design. In all cases
it was found that for the larger engines the trunk piston has
been abandoned in favor of the cross-head and piston rod,
while the entirely open engine is finding increasing favor. In
general, the construction of oil motors is being taken up by
marine steam engine builders, and the results of many years’
sea-going experience has an important influence in the design.
The use of compressed air for starting and maneuvering
motors seems to be the only available means for this purpose.
The driving of auxiliaries is still unsettled. There is also no
settled policy with regard to the driving of the scavenging
pumps. The general impression recorded from these observa-

520 INTERNATIONAL MARINE ENGINEERING

tions is that the mechanical aspect of the provision of oil
engines suitable for adoption on ships of the type of which
some four-fifths of the German steamers of the world con-
sists is to-day a matter of practical politics. Two difficulties
only stand in the way: First, the necessary number of
engines could not at present be produced from the factories
of the world, and, second, a regular supply of fuel at a reason-
ably cheap rate, say not more than three times the cost of
coal, is not yet assured. The notes describe in detail the con-
struction of the different engines inspected, and the notes
are profusely illustrated with photographs and line drawings.
14 illustrations. 8,000 words.—The Engineer, October 11
and 18.

The Strength of Bulkheads—The scantlings suitable for a
bulkhead depend upon the purpose for which it is fitted. Two
cases are considered: First, the end bulkheads of spaces
which are to contain water ballast or oil, and, second, the
“ordinary” watertight bulkheads which only have to with-
stand water pressure in case a compartment is accidentally
flooded. The first bulkhead is much more rigidly stiffened,
while in the second bulkhead the scantlings are much lighter,
and the bulkhead does not necessarily prevent considerable
deflection or a certain amount of leakage which can be taken
care of in an adjacent compartment by the ship's pumps. It
is found to be more economical as regards weight of material
involved to fit brackets and small-sized stiffeners rather than
larger stiffeners with no brackets, and it is now the general
practice to fit brackets at the top and bottom of stiffeners at
least in the holds and lower ’tween decks. The theoretical
treatment of the strength of bulkhead plating is a difficult
matter, but the most reliable formule for such calculations
are thoroughly discussed. A design for “ordinary” bulk-
heads is proposed, in which the stiffening is furnished on the
principle of the more rigid oil-tight bulkheads. It is found
that such construction would be more expensive to construct,
and would tend to break certain stowage rather more than
the arrangement of uniform stiffeners, although it is obvious
that if the strengthening of bulkheads is to be increased be-
yond present practice some sacrifices must be made. 4 illus-
trations. 2,800 words.—The Slupbuilder, November.

Cargo Steamers for Service on the St. Lawrence and Great
Lakes of North America—tThe size of locks in the canals
between Montreal and the Great Lakes necessarily limits the
dimensions of the vessels which pass through, consequently
a special type of boat, abnormally broad in relation to the
length, has been evolved for cargo-carrying on this route. The
greatest dimensions which can be conveniently maneuvered
through the locks are: Length over all, 259 feet; breadth,
extreme, 43 feet 6 inches; draft, 14 feet. The chief features
of the design of such vessels are indicated by drawings and
the important points in their design are fully treated. It is
noted that the use of internal-combustion engines for the
propulsion of,such vessels has already been tried, offering
distinct advantages as regards increased deadweight and cubic
capacity. Their future adoption for this service will depend
upon their reliability under service conditions. 6 illustra-
tions. 1,200 words.—The Shipbuilder, November.

The French Liner Paul Lecat.—This vessel is a twin-screw
liner recently completed at La Ciotat for the Compagnie des
Messageries Maritimes mail service between Marseilles and
China and Japan. She has a length over all of 528 feet, a
breadth of 61 feet 9 inches, a displacement, loaded, of 15,100
tons, a draft, loaded, of 24 feet 4 inches, and a designed sea
speed of 15 knots. Her gross tonnage is 12,988. Accom-
modations are provided for 149 first class, 182 second class and
109 third class passengers. Propulsion is by two quadruple
expansion engines developing 11,000 indicated horsepower,
with cylinders 30%, 43, 621%4 and 88% inches diameter, with a

DECEMBER, 1912

stroke of 53 inches. Steam at 215 pounds pressure is fur-
nished by twelve cylindrical double-ended boilers fitted with
Howden’s system of forced draft. The total heating surface
is 29,000 square feet. The bunkers have a capacity of 1,850
tons. The electrical installation comprises four generating
units having a total horsepower of 500. The ship attained a
main speed of 17.245 knots on a 4o-hour trial, developing only
about 10,300 indicated horsepower. A _ sister ship, to be
named the André Lebon, for the same service, is now in
course of construction at the La Ciotat shipyard. 12 illus-
trations. 1,coo words.—The Shipbuilder, November.

Burbridge Patent Double Davits—This davit consists of
an ordinary round-bar ship’s davit with a smaller one at-
tached to it through means of two heavy forged collars. This
arrangement permits one set of davits to handle two lifeboats.
The upper boat is always suspended from the ordinary davits
ready for immediate launching, but before putting it outboard
the small davits attached thereto are swung around over the
second boat, and the attachment of the second boat to the
small davits is carried out while the upper boat is being low-
ered into the water. No gears are used, but the leverage of
one davit swings out the other. 3 illustrations. 800 words.—
The Steamship, November.

Presidential Address—By Mr. Summers Hunter. At the
October meeting of the Institute of Marine Engineers, Mr.
Hunter delivered a lengthy presidential address, discussing
first the history of marine steam engineering and then taking
up in detail the many developments which have been made
recently in ship propulsion. No attempt is made to describe
the various types of propulsive machinery, but the results
accomplished and the advantages gained in each case are in-
dicated. The internal-combustion engine and the various
forms of transmission are treated-briefly, as work in this
direction is still largely in an experimental stage. Consider-
able attention is given to the subject of superheating, in which
it is pointed out that the ordinary saving derived from the use
of superheated steam appears to be 20 percent. Further
economy has recently been effected by using superheated
steam in quadruple-expansion engines. Other sources of
economy have been found by the use of improved air pumps,
a better knowledge of the principles of condensation, vacuum,
feed-water heating, etc. The success of the Diesel oil engine
is treated quite fully, the speaker emphasizing the fact that
before this prime mover is extensively adopted further re-
sults must be obtained from the actual behavior of the en-
gines as installed in ships under the most severe conditions
at sea. The address is concluded by reference to recent im-
provements in methods of manufacture and the education and
training of engineers in the future. 7,500 words.—Transac-
tions of the Institute of Marine Engineers, October.

The Spanish Battleship Espana—Three battleships, the
Espana, Alfonso XIIT. and Jaime I., are now under construc-
tion in Spain under the direction of the Vickers-Elswick
Syndicate. The displacement of the ships is 15,700 tons, the
length on waterline, 439% feet; beam, 7834 feet, and mean
draft, 26 feet. The armament consists of eight 12-inch 50-
caliber guns in four twin turrets, and twenty 4-inch guns with
four smailer pieces and three submerged torpedo tubes. The
big guns are distributed as on the British battle cruiser
Indonutable; their height above the water is 25 feet, and they
are protected by 10-inch armor. The belt armor is 8 inches
thick, tapering to 4 inches at the ends. The propelling ma-
chinery consists of four sets of Parsons turbines, actuating
four screws, the horsepower being 15,500 and the designed
speed 19.5 knots. Yarrow ‘boilers are installed, the coal
bunker capacity being 900 tons normal and 1,900 tons maxi-
mum. 2 illustrations. 1,600 words—TJhe Marine Engineer
and Naval Architect, November.

DECEMBER, 1912 INTERNATIONAL

Published Monthly at

17 Battery Place
By ALDRICH PUBLISHING COMPANY, INC.

New York

lel, JE,

Assoc. Member of Council,
and at

Christopher St., Finsbury Square, London, E. C.

FE, J. P. BENN, Director and Publisher
Assoc, I. N. A.

ae aay BROWN, Editor
. A. and M. E-; Assoc: I. N.

ALDRICH, President and Treasurer
Soc. N. A. and M. E

Member Soc.

AMERICAN REPRESENTATIVES
GEORGE SLATE, Vice-President
E. L. SUMNER, Secretary

Circulation Manager, H. N. Dinsmore, 37 West Tremlett St., Boston,

Mass.

Branch Office: Boston, 643 Old South Building, S. I. CARPENTER.

Entered at New York Post Office as second-class matter.
Copyright, 1912, by Marine Engineering, Inc., New York.
INTERNATIONAL MARINE ENGINEERING is registered in the United States
Patent Office.

Notice to Advertisers.

Changes to be made in copy, or in orders for advertising, must be in
our hands not later than the I5th of the month, to insure the carrying
out of such instructions in the isswe of the month following. If proof
is to be submitted, copy must be in our hands not later than the roth of
the month.

SS SSS SSS SSE EES

STATEMENT OF THE OWNERSHIP, MANAGEMENT, CIRCU-
LATION, ETC., of INTERNATIONAL MarINE ENGINEERING, published
monthly at New York, required by the act of August 24, 1912.

Editor, Howard H. Brown; managing editor, H. L. Aldrich;
manager, H. L. Aldrich, all of 17 Battery Place, New York.

Publisher, Aldrich Publishing Company, a New York Corporation,
17 Battery Place, New York.

The stockholders are H. L. Aldrich, 17 Battery Place, New
M. G. Aldrich, New York; George Slate, Sevan, IN, o8 1D, Ie
ner, Flushing, N. Y

Bondholders, A. 1 Aldrich, Manville, R. I.; Joseph Godwin, New

York; J. W. Reno, New York; J. H. Rov, New Jersey.

ALDRICH PUBLISHING COMP: ANY,
H. L. Aldrich, President and Treasurer.
Sworn to and subscribed before me this 2d day of October, 1912.
(Seal) DAVID FISCHE R,
Notary Public.
(My commission expires March 30, 1913.)

business

York;
Sum-

The regulations of the Treasury Department pro-
mulgated under the provisions of Section 5 of the
Panama Canal Act relating to the free entry of ship-
building materials and equipment have just been com-
pleted, and will soon be available in printed form to
those interested. The following is a memorandum of
the principal features of these regulations:

A vessel will be defined as any water craft en-
titled to be documented under the laws of the United
States and similar craft for which there are no such
requirements, such as battleships, revenue cutters and
governmental vessels.

This will include every vessel

MARINE ENGINEERING

of over 5 tons, whether used by the Government or for
commerce or pleasure.

2. Machinery will not be
Included in the term
machinery, such as pumps, steam winches,

entitled to free entry.

“machinery” will be auxiliary
hoisting en-
gines, electric motors, and generators, condensers, etc.

3. The term “outfit and equipment” will be defined
as including all portable articles not permanently in-
corporated in the hull or machinery, and will include
tackle, boats,
searchlights,

life-saving apparatus, wireless
D>

lamps, furniture,

rigging,
apparatus, bedding,
tableware, small arms, etc.,
sumable supplies, such as coal, food, medicines, etc.

4. The term “outfit and equipment” also be
held to include, not only the original outfitting and
equipping, but also renewals and replacements.

5. Materials will be defined as including merchan-
dise suitable for use in the construction or repair of a
vessel or its machinery to be incorporated therein after
having undergone a process of manufacture subsequent
to importation, or in its condition as imported, provided

but will not include con-

will

it has been purchased in the open market and was not
constructed or fabricated on a special order or after
a special design. This will include raw materials, such
as pig-iron and lumber, rough forgings and castings,
but not finished ones, nuts, screws, bolts, steel plates,
ships’-knees, floorings, etc., and other things which,
though completed articles, are useful as parts in the
construction or something else.

6. The word “articles” is defined as including only
such articles as are suitable for use in their condition
as imported in the outfit and equipment of a vessel;
but such articles may be fitted, polished, painted,
otherwise improved in condition, or fixed in place sub-
sequently.

7. Shipbuilding materials may be entered for ware-
house and withdrawn, as desired, within three years
from date of importation free of duty upon compliance
with the regulations.

8. The regulations provide that materials may be
made or manufactured in a custom district other than
in which entry is made, and provisions are also made
for the disposition of unused portions of importations.

9g. Merchandise entered under this act is required to
be appraised and classified, but the liquidation of the
entry will be suspended pending the production of evi-
dence of compliance with the regulations.

10. Various forms of applications, bonds and affi-
davits, to show the disposition made of the merchan-
dise, are provided.

The regulations further provide that, subject to
compliance with the regulations, liquidated entries of
merchandise imported on or after August 24,
may be reliquidated free of duty where
tion has not become final, and

1912,
the liquida-
that free entry will be
granted to merchandise entered in bond on or after
that date for which no permit of delivery has been
issued. |

22 INTERNATIONAL MARINE ENGINEERING

DECEMBER, I912

Improved Engineering Specialties for the Marine Field

A New Vessel Unloading Machine

The transportation of iron ore and coal on the ocean has
been a serious problem, owing to the meager facilities for
unloading and the impracticability of installing machinery for
unloading vessels similar to that on the Great Lakes on ac-
count of the immense investment for special docks and equip-
ment which could be used only intermittently. To overcome
this difficulty, ocean-going vessels have been built with false
bottoms which are raised on the sides by hydraulic machinery
for the purpose of running the load to the center of the ship,
from which it is carried out by conveyors; some with bins
on the inner side of the hull with a crane for each bin, and
many others of different types, all being expensive in first
cost, Operation and maintenance, although they are an im-
provement over the old methods which still obtain in some

parts of the world. The latest colliers in the navies of the
several powers still leave very much room for economy in
cost and in the rate of delivery in bunkering.

To cope with the problem of unloading vessels a new ma-
chine devised by Mr. F. H. Kindl has been placed on the
market by the Kindl Vessel Unloading Company of Pittsburg,
Pa. The general character of the machine can be understood

from the view of a model shown herewith. It has a loose
scoop bucket, working in an elevator shaft, and may be placed
on a crane girder and carried by a vessel, or it may be trans-
ferred to a bridge on a dock in a very few minutes. The
bucket is watertight, so grain or liquids could be discharged
in a pinch, although it would not be so economical for these
purposes as a pneumatic machine or a pump. The bucket
being removable, a platform could be substituted for hoisting
miscellaneous cargo within certain limitations. This feature
also facilitates repairs, as the bucket is the only part of the
machine which has any considerable wear.

The machine has a wide range of adaptability, as it will
handle ore, coal, coke, limestone, gravel, sand, etc., and can
be used for ditching and similar purposes. Its capacity can
be made to suit many different requirements. The filling of
the bucket being a shoveling action under the complete control
of the operator, it is necessarily less degrading to such mate-
rial as coal than the well-known action of the grab bucket. It
is claimed to be the only machine which will discharge to
cars or a stock pile and successfully transfer the material
from stock to cars or vessels without auxiliary hoisting de-
vices.

The weight of the machine and crane girder as designed to
be carried by a vessel is approximately 50 tons, which is a
very small dead weight when compared with the weight of

steel for bins and cranes on the European ore and fuel ves-
sels and the special construction and machinery for the recent
colliers in this country.

The Kindl machine can be built with a discharging capacity
of 500 tons of coal per hour, and a floating coal storage could
be equipped with four machines to bunker coal in two steam-
ers in calm weather simultaneously, two machines working
on each ship. The loose bucket weighing approximately two
tons, making about four trips per minute, and each machine
requiring not more than two men, the cost of operation is
infinitesimal when compared with other devices.

Fire Underwriters Make Interesting Test of JeM
Pure Cork Sheets

J-M pure cork sheets, manufactured by the H. W. Johns-
Manville Company, New York, as shown in the accompanying
illustration, were recently tested by the Underwriters’ Labora-
tories, under the direction of the National Board of Fire
Underwriters, Chicago, to discover the resistance of the ma-
terial to destruction by fire under conditions fully as severe
as could possibly be expected in actual service. For this pur-
pose a section of 3-inch hard-baked hollow tile wall was built
in a steel frame prepared for this purpose, about to feet high
by 8 feet wide. On this tile there were erected in Portland
cement mortar, with joints broken, two courses of J-M pure
cork sheets, each 2 inches thick and finished. with %4-inch
Portland cement, troweled smooth. The panel was twelve
days old at the time the test was made. The method of test-
ing consisted of exposing the panel to the attack of a soft,
rolling gas flame for one hour with temperatures rising to.
2000 degrees F. The furnace was controlled so that the tem-
peratures rose uniformly throughout the test, the maximum
temperature being reached at the 60-minute period. At the
starting of the test the temperature of the wall ‘section or
panel was about 62 degrees F., and at its close the ther-
mometers imbedded in the cork registered an average of 72%
degrees F., while those at the inner edge of the surface of the
tile wall averaged about 3 degrees F. lower. It was impossible
to tell bv the touch at the close of the test on the back of the

tile wall that there was any excess heat on the other side of it,
and yet the gas flames had been directed upon the other side
for an hour. Directly following the fire treatment, and while
the surface of the panel was still in a highly heated condition,
a stream of water was applied to the heated surface. It was
applied for five minutes through a 7-inch nozzle, set 20 feet
from the panel, and at a pressure of 60 pounds per square
inch measured at the base of the nozzle. The result of the
exposure to the gas flames for an hour, followed by the ap-
plication of the hose stream for five minutes, was to calcine
and destroy the outer coating of plaster, and to carbonize and
partially destroy the outer layer of 2-inch cork sheets, but
the transmission of heat through the carbonized cork layer had

DECEMBER, I912

been so slow that the cement coating between the two courses
of cork was practically uninjured, the under course of cork
remaining intact. The tile wall was in perfect condition, and
consequently it was concluded that the properties of the in-
sulating material and its method of construction warrant its
approval for use in the insulation of refrigerated structures.

Dallett Pneumatic Wood Carving Tools
Thomas H. Dallett Company, Philadelphia, Pa., has placed
on the market a pneumatic wood-carving tool which is useful
for any branch of woodworking industry where gouging,

roughing or carving is done, as, for instance, in pattern
making. The use of the pneumatic tool is claimed to accom-
plish the work more quickly and more satisfactorily than by
hand. The tool is made in two sizes—a 34-inch for finishing
work and fine carving, and 1-inch, or “Fingergrip,’ for goug-
ing and heavy roughing work. Each size can be regulated to
give the lightest or hardest blow of the piston, according to
the operator’s wishes, either by placing the thumb over the
exhaust hole or cutting down the air supply by means of the
stop cock in the hose. Both tools are of the valveless type,
the piston is the only moving part, and strikes as many as
2,000 and 3,000 blows per minute according to the pressure
carried. A bushing, inserted in the lower end of the barrel, is
made for the reception of a shank quarter octagon in shape
instead of round, so that the chisel can be held steadily or
twisted as desired. The air consumption of the 34-inch tool
is approximately 4 cubic feet of free air per minute and that
of the 1-inch “Fingergrip” about 5 cubic feet, the air pressure
commonly used being between 70 and 90 pounds per square
inch,

The American Multipar Hydraulic Deadweight Tester

The American Steam Gauge & Valve Manufacturing Com-
pany, Boston, Mass., has placed on the market a hydraulic
deadweight tester where each 10-ounce weight will positively
calibrate from 1 pound to Ico pounds pressure per square
inch, and a 614-pound weight will as accurately calibrate from
100 to 1,000 pounds pressure per square inch. Multiples of
these deadweights make its usefulness practically unlimited,
it being as simple to calibrate a 25,0co-pound gage as one of
5 pounds. This extraordinary range is secured by means of
a very simple system of multiple pistons, all of which are
fixed and permanent, the third, or top cylinder, having two

INTERNATIONAL MARINE ENGINEERING

523

interchangeable pistons, the larger being used for pressures
from I to 100 pounds per square inch, the smaller for from
10 pounds to whatever pressure is desired, the outfit as regu-
larly supplied being equipped up to 25,000 pounds per square
inch. In operating, a pressure is created by applying weights
to the piston in the upper cylinder. This gives a pressure
which acts precisely as would weights if applied to the end of
the lower piston. It is by means of this upper cylinder that

the heretofore insurmountable difficulty of securing great
pressure by the use of light weights has been overcome. Low-
pressure tests are made by opening a by-pass connecting the
upper and lower cylinders, which allows the pressure created
by the pressure screw in the lower chamber to connect directly
both with the upper chamber and with the gage being tested.
The system is thus converted into the original direct dead-
weight tester.

Horizontal Milling Machine

Greenwood & Batley, Ltd., Leeds., exhibited at the Olympia
Engineering and Machinery Exhibition, 1912, a horizontal
milling machine which has been completely redesigned, and
is now equipped with the most modern and essential features
of a high-grade heavy-duty milling machine, specially adapted
for general manufacturing work. This machine has a longi-
tudinal automatic feed of 28 inches, a cross adjustment of If
inches, and a vertical adjustment of 20 inches. It is built both
with and without reversing gear to the automatic feed, and is
equipped with feed change gear box, solid top knee, arm
brace, graduated index disks to all movements, back gears
and a two-speed countershaft. A special feature of the de-
sign is the absence of complicated mechanism which, while
increasing the cost of the machine, has no practical value in
a machine intended for manufacturing work. ‘The twelve
spindle speeds rise in geometrical progression from 18.5 to
650 revolutions per minute. The end thrust of the spindle is
taken by hardened ball-thrust bearing, and any necessary com-
pensation for wear can be made by adjusting nuts at the rear
of the spindle. The vertical adjustment of the solid top knee
is by a telescopic elevating screw, operated by the larger of the
two hand-wheels in front of the machine, and a graduated

Sal

index disk, reading in thousandths of an inch, is fitted to the
elevating shaft. The working surface of the table is 44 inches
by 14 inches, which is larger than is usual on machines of this
capacity. Power feed is provided for the traverse of the table
in the longitudinal direction. The automatic speed is driven
from the spindle through a change-speed gear box, any one

of eight rates of feed to each speed of the spindle being
available by the movement of levers on the front of the feed-

gear box.

“* Dexine’’

“Dexine” is the name and registered trademark of a patent
compound of which the owners and sole manufacturers are
the Dexine Patent Packing & Rubber Company, Ltd., Abbey
Lane, Stratford, London, E. This compound was discovered
about sixteen years ago after years of experiment and re-
search, and is, briefly, a composition of vulcanized india
rubber and other ingredients manipulated by a special process,
the resulting material being of an exceedingly tough and
frictionless nature, capable of withstanding extreme tempera-
tures and quite impervious to the deleterious action of acids,

flo

1 Ff

h=yi-
g— J [essemorees]/

\ EEE = EE

Open.

oils, gases, ammonia and grease. The uses of this
material were shown at the Olympia Engineering and Ma-
chinery Exhibition by the manufacturers. Steam users will
be interested to know that this material has formed an
efficient means of making tight joints for manholes and mud

Since oil fuel has been adopted by many

many

holes in boilers.
steam users, “Dexine”’
joints of deck plates, tanks and numerous joints required
The material is particularly adapted
In this case the plunger is made in

has also been found useful for the

where oil fuel is burned.
for use as pump buckets.
two parts, on which the “Dexine” buckets are fitted back to
back with an intermediate ring between, serving as an effectual
support to the shoulders on the double stroke. ‘“Dexine’ is
also widely used for conical gage-glass rings, and also for
inadhesive packing rings for packing metal rods as well as
“Dexine” round, rectangular, disk or

glass tubes. valves,

24 INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

flap for air, circulating or straight-lift pumps, are now very
largely used, and have proved to be much more valuable than
ordinary india rubber. The type of valve for such purposes
is shown in the illustration.

A Boiler Scale Remedy

The United States Graphite Company, Saginaw, Mich., have
on the market a boiler graphite made from the product of
mines in Mexico which is claimed to be a sure and safe boiler
scale remedy. Owing to the unequal expansion and contrac-
tion of the metal of a boiler, and the scale in it, the latter
during alternating periods of heating and cooling becomes
more or less cracked, and on account of these small cracks
pure graphite, suitably prepared and circulating with the
water, finds its way through these minute openings, and de-
posits itself on the inner surface of the tubes and shell be-
tween the metal and the scale, with the result that the latter
will no longer adhere tenaciously and may be removed with
comparative ease. Continued use of this graphite after the
boilers have once been cleaned prevents the subsequent ac-
cumulation of hard scale. The use of this remedy has the
advantage that it-does its work without doing any harm to
the boiler itself, its action is mechanical instead of

chemical.

since

Obituary

Lorp CHRISTOPHER FurNeEss, First Baron of Grantley and
the head of the Furness Steamship Line and of Furness,
Withy & Company, died Nov. to in London, Lord Furness
was born in West Hartlepool, April 23, 1852. From 1891 to
1895, and again from 1900 to 1910, he was a Liberal member
of Parliament from Hartlepool. Among the enterprises in
which Lord Furness was heavily interested was the Cargo
Fleet Iron Company. In 1897 he effected a consolidation of
the British Maritime Trust and the Chesapeake & Ohio Steam-
ship Company, of which lines he was president.

CLeMEeNT A. Griscom, one of the founders and the first
president of the Society of Naval Architects and Marine
Engineers, and an honorary member of the Institution of
Naval Architects, died suddenly at his home in Haverford,
Pa., Nov. 10. Mr. Griscom was born in Philadelphia, March
15, 1841, and received his education at the Friends’ Central
High School. At sixteen he was graduated and obtained a
clerkship in the old, conservative shipping house of Peter
Wright & Son, of which he became a partner as soon as he
attained his majority. Mr. Griscom began the operation of
the old American Line in 1871 with the only steamers then
flying the American flag in the North Atlantic. From this
beginning he brought together under one management the
greatest steamship combination in the world, which reaches all
the principal ports of the North Atlantic. Mr. Griscom was
successively vice-president and president of the International
Navigation Company, which he organized, and in 1892, with
the co-operation of J. Pierpont Morgan, he merged it into the
International Mercantile Marine Company, of which he was
president until 1904 and chairman of the board of directors
until three years ago.

CLEMENT MAcKRow, manager of the shipbuilding department
and naval architect of the Thames Iron Works & Shipbuilding
Company, Ltd., was accidentally killed Sept. 23. Mr. Mac-
krow’s entire business career was spent in the Thames Iron
Works Company, where, entering the business at an early age,
he followed in the footsteps of his father, being employed first
in the drawing office and then passing successively through the
various other departments of the works, devoting his entire
career to the construction of first-class ships. Mr. Mackrow
was a member of the Institution of Naval Architects, and was
lecturer on naval architecture at the Bow and Bromley Insti-
tute. He has long been well known in the marine field as the

!
DECEMBER, I9QI2

author of “Naval Architect’s, Shipbuilder’s and Marine Engi-
neer’s Pocketbook.”

SamurL A. Cramp, a son of William Cramp, founder of
the Cramp Ship & Engine Building Company, died, Nov. 3,
at his home in Philadelphia, aged 79 years. At the time the
Cramp interests were sold to the present owners in 1896, Mr.
Cramp was president of the Company. He had begun his
career, like his brothers, as an apprentice, and had worked his
way up step by step into an executive position.

Gustav H. Scuwas, head of the firm of Oelrichs & Com-
pany, general agents for the North German Lloyd Steamship
Company, died at Litchfield, Conn., Nov. 12. Mr. Schwab was
born in New York in 1851. He received his early education
from a private tutor, and in his fourteenth year he was sent
to the Gymnasium at Stuttgart, Germany. He entered the
mercantile profession in his eighteenth year in Bremen in the
employ of H. H. Meier & Company. In 1873 he returned to
New York, and entered the office of his father’s firm, Oelrichs
& Company, and took charge of the agency of.the North
German Lloyd. On July 1, 1876, he became a member of the
firm of Oelrichs & Company, and continued in the active man-
agement of the firm’s affairs until his death. Mr. Schwab was
closely associated with a great number of important financial
institutions and had an important part in many public affairs.

Technical Publication

Fighting Ships. Fifteenth Edition, Edited by Fred. T. Jane.
Size, 12% by 7% inches. Pages, 546. Numerous illus-
trations. London, E. C., 1912: Sampson Low, Marston
& Company, Ltd. Price, 21/— net.

The principal innovation of this year’s “Fighting Ships,”
as stated in the preface, is that owing to the courtesy of the
various Admiralties concerned the proofs of most of the
ship pages have been officially revised. This has led to the
non-publication of certain more or less speculative plans of
new ships, building or projected, which can be considered only
as “intelligent anticipations” rather than accurate data. As
is usual, photographs of new ships have been obtained where
possible, and the system of replacing those of old ships by
modern photographs wherever any small change in the ap-
pearance of the ship has been made has been adhered to.

As is well known, the main particulars of all of the naval
vessels of practically every naval power in the world are
tabulated in this book, each navy being taken up in the order
of its strength. The information is presented as briefly as
possible in tabular form, a separate page being devoted to
each of the vessels, or class of vessels when there are several
built according to the same design, together with photographs
of the ships, and drawings showing the disposition of armor
and armament. The dates of laying down and completion,
with data from the trials, are given in each case, together with
general notes summing up the special features of the vessel
or vessels described. The order of the great naval powers in
the present volume is: First, British; second, German; third,
United States; fourth, Japanese; fifth, French; sixth, Italian;
seventh, Austro-Hungaria, and eighth, Russian.

The second part of the book contains two interesting arti-
cles, the first by Mr. C. de Grave Sells, on the “Progress of
Warship Engineering,” and the second by General Cuniberti,
chief constructor of the Italian navy, on the “Battleship of the
Future.”

The first article is practically a review of the information
which has been published during the past year in the engineer-
ing press regarding the development of naval engineering. As
the present year is the one hundredth anniversary of the com-
mencement of British steam navigation, the details of the
Comet, the first commercial steamboat operated in Great
Britain, are contrasted with the features of the latest British
warships such as the Lion, showing the wonderful develop-

INTERNATIONAL MARINE ENGINEERING

529

ment which has taken place in shipbuilding in the first century
of steam navigation. In discussing the present tendencies of
propulsive machinery for war vessels the relative advantages
or disadvantages of turbine and reciprocating-engine drive
are compared by describing the trials of the two Italian bat-
tleships San Giorgio and San Marco, two sister ships, the
former having reciprocating engines and the latter turbine
machinery. The results of these trials, the author states, are
considered to demonstrate the unquestioned superiority of
the turbine over the reciprocating vessel in this class of vessel.
He then gives data obtained from the trials of several United
States destroyers which were equipped with different types
of turbines. Following this is a description of the results
obtained with different types of reduction gear, including
mechanical, hydraulic and electrical transmission. Other sub-
jects considered are the erosion of high-speed screw propellers,
the corrosion of condenser tubes, superheating, and the recent
developments in auxiliary machinery and machine tools.

The last part of this article is devoted entirely to the ques-
tion of motor ships and internal-combustion engines. No
attempt is made to describe in detail all of the different types
of Diesel engines which have been adapted to marine work,
but the principal installations which have been made during
the past year are described and the advantages of this type of
propulsion are discussed. Although he emphasizes the fact
that there are serious disadvantages to be overcome in the
use of internal-combustion engines for large ships he does not
enumerate the disadvantages as fully as might be expected.
In conclusion, he states that it is certain that another line of
progress will be a further substitution of oil for coal, either
for the generation of steam or for the direct use in the cylin-
ders, although to what extent will largely depend upon the
amount of production of the oil fields and the action of those
who control the supply.

The second article in Part II. is of special interest, both
because of the high esteem in which the author, General
Cuniberti, is held in the naval world, and because of the
importance of the subject. The present tendencies of battle-
ship design point out that the future ship will be of the
“all-big-gun” class. What is looked for in the development
of the gun is that a desirable weapon shall be developed to
be capable of long service and of always retaining its original
precision of fire, the arrangement of the armament probably
being worked out, as was first done in the United States navy,
by placing all of the guns on the center line of the ship with
the turrets on different levels, the exact position of the guns,
of course, further depending upon the grouping of boilers and
funnels and the installation of the magazines. Another de-
velopment which must be looked for in connection with the
improvement of the range and accuracy of torpedoes, is more
adequate under-water defense of the battleship against tor-
pedo attack. The tendency in the matter of armor indicates
that the extensive but deficient protection of to-day is about
to undergo a serious evolution, making way for a less ex-
tensive but much heavier armor—possibly 16 inches thick—
capable of providing ample protection to the vital parts of the
ship. The increase of armor, however, is directly opposed to
the present tendency of increasing speed, since an increase
of speed, if the heavier armor is retained, means a larger dis-
placement, and therefore a greater area to be protected.
Apparently, General Cuniberti believes that the tendency to
sacrifice armor protection for speed is a step in the wrong
direction, as in that case only the waterline and gun stations
are partially protected, whereas what is required is an actual
citadel absolutely secure and impenetrable from the large
shell of the future, and which after many hours of combat may
still be intact and render its full efficiency, thoroughly pro-
tecting all vital functions of the vessel and particularly main-
taining the reserve buoyancy and reserve forces.

20 INTERNATIONAL

Selected Marine Patents

The publication in this column of a patent specification does
not necessarily imply editorial commendation.

American patents compiled by Delbert H. Decker, Esq., reg-
istered patent attorney, Loan & Trust Building, Washington,

ID), C

1,028,263. SHIP’S HATCHES AND DECKS.
HAM, OF CLEVELAND, OHIO.

Claim 3.—In ship construction, the combination of a pair, or pairs, of
metal hatches with inner-adjoining-margins upwardly flanged, one flange
of each pair of hatches having a slight projection adapted to cover the
joint of said upwardly turned margins, the fellow hatch margin being
constructed with a gutter below said flanges adapted to receive any
leakage between said margins and to conyey the water into drain pipes

JOSEPH R. OLD-

leading from around super-coamings, into wing ballast tanks or deck
chambers between hatchways; outer margins of hatches downwardly
curved and adapted to be seated on outwardly inclined or beveled super-
coamings, said hatches being fitted with hinges attached to a platform
deck to facilitate the raising and lowering of hatches when actuated by
tackles. Eleven claims.

1,028,387. SUCTION DREDGER. ERASTUS E. ROBERSON, OF
LE GRAND, CAL., ASSIGNOR OF TWO-THIRDS TO WILLIAM
A. HUELSDONK, OF LE GRAND, CAL.

Claim 1.—A dredger comprising two floats spaced apart, a conveyor
pivotally mounted between said floats, a frame hinged to each of said
floats and spaced apart, an independent auxiliary float on the outer end
of each of said frames, and means connecting said conveyor to said
frames. Three claims,

1,028,473. TORPEDO BOAT. HUDSON MAXIM, OF HOPAT-
CONG BOROUGH, N. J.

Claim 1.—In a torpedo boat, the combination of the hull of the boat, a
dispensable bow portion or compartment, an explosive charge in the

——— ee

forward end thereof, and a tamping material in said bow portion be-
tween said explosive charge and the bow of the torpedo boat proper.
Fifteen claims.

1,028,897. MARINE CABLEWAY.
OF SOUTH ORANGE, N. J.

Claim 1.—In a cableway, the combination with a drum, of a fluid
pressure operated engine therefor, a cable under tension actuated by
said drum, and means automatically acting in accordance with the
degree of tension of the cable for increasing the fluid pressure of the
engine when the tension on the cable is reduced and for decreasing such
suid pressure when the tension on the cable increases. Thirty-nine
claims.

ee ——

THOMAS SPENCER MILLER,

1,029,620. DOOR, HATCH, OR LIKE CLOSIN /
GIUSEPPE MAZZOLINI, OF NAPLES, ITALY. a Reena

Claim 3.—In a combination, a door frame, a sliding door associated
therewith and provided with recesses having inclined surfaces, a frame
movably connected to said door and provided with wedges adapted to
enter said recesses, the inclined surfaces of the wedges being adapted to

S SE]
WWILZIZLIL LLL ALLL ddd ddd

engage the inclined surfaces of the recesses, means for moving said
frame to move said door into registry with the door frame and means
for arresting the movement of the door, whereby movement of said
frame relatively to said door, will cause the inclined surfaces of the
wedges to slide along the inclined surfaces of the recesses, thereby
forcing the door to move in .a direction substantially at right angles to
its first direction of movement. Four claims.

1,029,546. CONSTRUCTION OF FLOATING VESSELS. JOSEPH
WILLIAM ISHERWOOD, OF MIDDLESBROUGH, ENGLAND.

Claim 1.—A vessel in its main body portion provided with consecutive
transverse frames individually a plurality of times stronger and spaced
a plurality of times farther apart than has heretofore been customary in
the same class of vessel, said frames extending to the shell or deck
plating of the vessel, said vessel being also provided in said portion

MARINE ENGINEERING

DECEMBER, 1912

thereof with longitudinal frames which, as compared with the transverse
frames are individually weak and very closely spaced, and which also
extend to the shell or deck plating of the vessel. Twelve claims.

1,028,472. WAR VESSEL. HUDSON MAXIM, OF NEW YORK,

Claim 2.—A war vessel having water compartments for its immersion,

with downwardly and forwardly inclined inlet passages, and rearwardly
and downwardly inclined outward passages, and valves controlling said

passages. Ten claims.

British patents compiled by G. E. Redfern & Company,
chartered patent agents and engineers, 15 South street, Fins-
bury, E. C., and 21 Southampton Building, W. C., London.

18,789. RAISING AND LOWERING GEAR FOR SHIPS’ BOATS.
A. J. BILES, STRATFORD.

According to this invention, the boat fits in chocks which slide out-
board for launching. The davits also are movable in and outboard and
are connected to the boat by means of a gunwale-gripping-rod carried by
a bar joining them together. When these davits are pushed outboard
this rod also pushes out the boat and chocks. The latter are in halves,
hinged together beneath the keel of the boat, so that the outer half can
drop clear of the boat over the side to allow he boat to swing clear.
The davit carriages and chocks are normally prevented from moving by
means of pawls and racks and also by readily disengaged links by
which the cross-bar is secured to the deck.

16,443. WARMING OR COOLING AND VENTILATION OF
STEAMSHIPS AND THE LIKE. D: M. NESBIT, LETCESTER.

This invention has for object a system of warming, cooling’ and ven-
tilation in which every advantage of the natural elements and speed of
the vessel is taken. To this end the fresh air for warming or ventilating
is admitted upon the forward side of the funnel casings while the foul
air escapes or is forced out on the after side of them. Arrows on the
drawings show the air entering to supply blowers which force it into
side ducts, whence it supplies the various rooms, etc., returning after
use to the rear of the funnel, and issuing at the head of duct. Switches
are for controlling the fans. Coils may be provided for heating the air.

moan ASH EJECTORS. F. J. TREWENT AND W. E. PROG-

The invention relates to a nozzle for ash-ejectors, curved so as to
discharge the mixture of ashes and water in a direction parallel to the
ship’s side and downward so that the issuing refuse may be kept from

the influence of strong head or beam winds. That part of the nozzle

which alters the direction of the issuing stream, and which is conse-
quently most worn by it, is made readily detachable and renewable.
Several ways of carrying the invention into effect are described. In
one variation the nozzle is rotatable.

7,963. SELF-REGISTERING COMPASSES.
SEN, COPENHAGEN.

By this invention the movements of the compass card are recorded
by a beam of light transmitted through a lens in the card or reflected
from a mirror carried upon it. Anvelectric lamp sends rays to a coni-
cal mirror which directs them through the converging lens in the card
to a second conical mirror by which they are turned to the recording
cylinder. This has no movement of rotation, but falls axially, regu-
lated by an escapement. Then, if the course is held, the record is a
straight line. When tacking, the 1ecord is a zigzag line, and when
turning quite round it is a helix.

15,674. MARINE BOILER
CAMPBELL, LIVERPOOL.

The rocking fire-bars are provided with auxiliary bars at their rear
ends, and hooked upon a supporting bridge in such manner that they
provide an air channel and so that they are shaken up and down at the
same time as the main bars. Extensions passing between the latter
ensure that the auxiliary bars moye downwards. The bridge is adjust-
able for varying the grate area. This arrangement prevents the conges-
tion of dead fuel at the bridge while ensuring better combustion and
increased efficiency.

2,812. SEA-WATER EVAPORATORS. W. WEIR, GLASGOW.

This evaporator is of the type in which the heating coils are arranged
one above the other and have their two ends connected respectively to
steam chamber and exhaust, both in the Jower part of the shell. By
this invention the chambers are located on the side of the shell opposite
the door through which the coils are inserted and withdrawn, and the
coils are connected to the chambers by couplings whose axes are parallel
to the line of withdrawal of the coils through the door, so that every
coil can be disconnected and withdrawn, by a single straight line move:
ment, and can be of a size sufficient to practically fill the horizontal
section of the coil containing portion of the shell, which may then be
made to occupy the minimum space.

fxs 18} (Cy ANSKONWE

AND OTHER FURNACES. R.

DECEMBER, I9I2

TRADE PUBLICATIONS.
AMERICA

Smooth-On Iron Cement Book No. 7 has just been issued
by the Smooth-On Manufacturing Company, Jersey City, N. J.
Smooth-On Iron Cement No. 7 is a hydraulic, chemical iron
cement, prepared and sold in powdered form and used for
waterproofing, stopping leaks of concrete, hardening concrete
and for bonding concrete to concrete and brick to brick on any
porous substances. The new instruction book is illustrated ;
the illustrations show a few of the many ways in which this
Smooth-On Iron Cement No. 7 has been used and the results
obtained. It will prove valuable and interesting reading to
anyone troubled with concrete leaks or the hardening of con-
crete. A copy of this book will be sent free of charge to
anyone sending their name and address to the Smooth-On
Manufacturing Company, Jersey City, N. J.

A free copy of the 1912 edition of the “Red Book,” pub-
lished by Toch Bros., 320 Fifth avenue, New York, will be
sent to any of our readers upon request. This booklet should
be in the hands of every person interested in the subject of
marine paints and damp-proof coatings of any nature. In
this connection it may be stated that the steel hull of the
U.S. battleship New York, which was launched Oct. 30 at the
Brooklyn navy yard, was painted below the waterline with a
foundation priming anti-corrosive coating of “Tockolith,’ a
patented cement paint. This composition is also valuable for
waterproofing between the decks of boats and for paying
seams. It is applied cold, which is a great advantage over
other materials. The manufacturer states that it has been
used in thousands of places and always with positive damp-
proof results. Toch Bros. have been inventors and manufac-
turers of painting materials for sixty-four years, and after
years of practical construction tests have been successful in
having their “Tockolith” priming paint adopted for some of
the greatest steel structures ever erected. On pages 31 to 41
of the “Red Book” is a technical description of this company’s
paints. Every shipbuilder, ship owner, superintendent, naval
architect and marine engineer should ask for a copy of the
“Red Book.”

INTERNATIONAL MARINE ENGINEERING

Ventilation and draft fans are described in a catalogue
issued by the B. F. Sturtevant Company, Hyde Park, Boston,
Mass. In this catalogue the statement is made that on the
United States battleship Wyoming are installed 40 Sturtevant
hull ventilation fans, 12 Sturtevant forced-draft fans, and 12
Sturtevant portable ventilating fans—a total of 64 Sturtevant
fans with an aggregate capacity of 565,600 cubic feet per
minute. The Arkansas, a sister ship, has a similar equipment.
The Sturtevant Company is prepared to meet all requirements
for fans and electrical apparatus for marine use.

The November issue of the Nlesco News, published by the
New London Ship & Engine Company, Groton, Conn., is a
fuel oil number. “The rapidly increasing demand for suitable
fuel oil, made necessary by the success of the heavy oil
engine, has led to considerable speculation as to the supply
and availability of the work. In this issue of the Nlesco
News we devote our first page to a discussion on fuel oil,
and hope that it will be of interest not only to our patrons
interested in our engine, but also to those who have any con-
nection with the production and sale of oils.’ A free copy of
this pamphlet will be sent to any reader of INTERNATIONAL
MARINE ENGINEERING upon application.

Steam gages, indicators and other steam specialties are
described in a catalogue published by the American Steam
Gauge & Valve Manufacturing Company, 208 Camden street,
Boston, Mass. “A cheap inaccurate gage, for example, may
easily waste its cost many times. An inaccurate indicator will,
because of improper valve settings based on its diagrams,
waste hundreds of dollars in coal consumed and power lost.
The cost of any perfectly-made instrument is quickly for-
gotten in the satisfaction which always accompanies the use
of such an instrument. American quality products are manu-
factured solely because of the above good reasons. Every
instrument is built on honor of the best materials, and by the
best workmen that can produce these instruments. We have
specialized in the manufacture of power measuring and con-
trolling devices for over sixty years. No other manufacturer
in the United States knows so well as we how to produce a
perfect gage, a perfect indicator or a perfect safety valvé,
either for stationary, locomotive or marine use. You are
saving nothing by buying cheaper products, and you are in-
suring yourself, your plant and your service when you equip
with American quality products.”

THE STEEL OF ULTIMATE QUALITY

ELASTICITY—STRENGTH—TOUGHNESS—ENDURANCE

Type “H” Vanadium steel hot forging
dies. Average life of carbon steel dies,
two days. ‘These vanadium steel dies ran
four months in the same machine on the
same work showing sixty times the life
of carbon steel.

Our Ferro Vanadium is the Standard
for making Vanadium Steel.

Booklets and expert advice on application.

AMERICAN VANADIUM COMPANY

LARGEST MANUFACTURERS OF VANADIUM; ALLOYS IN THE WORLD
IMMEDIATE SHIPMENT, ANY QUANTITY

318 VANADIUM BUILDING, PITTSBURGH

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

“Vulcan” safety dogs and other drop-forgings are de-
scribed by J. H. Williams & Company, 63 Richard street,
Brooklyn, N. Y., in a catalogue this company has just issued.
These dogs, according to the catalogue, offer safety in simple
form, a better balance in the lathe, tempered headless screws
and toughened dog wrenches. “The price is the same as for
dangerous and otherwise less desirable forms of tools.”

Oil Burning Without Steam or Air.—The KoOrting
mechanical system, made by the Schutte & K6rting Com-
pany, Philadelphia, Pa., atomizes oil by mechanical means,
1. €., without steam or air, as the atomizing medium. The
system operates smokelessly and noiselessly, and installations
in various types of vessels, stationary plants, etc., total over
150,000 horsepower. This system is described in Bulletin 6-0,
a copy of which will be sent to any of our readers upon
request.

The Auld reducing valve is described in Catalogue 8-R
issued by the Auld Company, 1255 North Twelfth street,
Philadelphia, Pa. “This well-known reducing valve, made for
so many years by the Auld Company, Glasgow, Scotland, is
now made in the United States by the Schutte & Korting
Company. We have already sold a large number of these
valves and they are giving absolute satisfaction. The valve
is extremely accurate, and having no sleeves or shifting boxes
there is no friction, therefore no irregular working. Con-
stant reduced pressure is maintained even with great fluctua-
tions in initial pressure.”

“Graphite in Boilers” is the title of the leading article in
the November issue of Graphite, published by the Joseph
Dixon Crucible Company, Jersey City, N. J. After reproduc-
ing an interesting article on this subject, which was recently
published in Power, the Joseph Dixon Crucible Company goes
on to state: “The action of graphite in boilers is purely a
mechanical one, and so the grade used must be one that will
not have a tendency to pack and collect in one place, but rather
one which will spread out evenly over the whole boiler sur-
face. Dixon Ticonderoga flake graphite is well known for its
ability to stay placed upon metal surfaces, and has been found
best adapted for boiler requirements.” Detailed information
as to use, etc., will gladly be furnished upon request.

“Prompt vs. Dilatory Freight and Merchandise Han-
dling” is the subject of a catalogue issued by the Otis Ele-
vator Company, Eleventh avenue and Twenty-sixth street,
New York. All who are interested in the problem of econom-
ically handling large volumes of freight or merchandise in
transit, or in steamship piers and storage warehouses, should
send for a free copy of this catalogue. “In construction the
Otis inclined elevator is extremely simple and can be compre-
hended by a‘study of the illustrations in this book. It con-
sists, primarily, of an endless steel chain or platform revolv-
ing about sprockets at either end which are driven by a con-
veniently located motor. The elevator can be started, stopped,
or reversed at any point during its travel. In operating, the
truckman brings his loaded truck to the elevator; the flange or
lug of the elevator engages with the truck, and the man, truck
and load are transported from level to level, quickly, safely
and without physical effort. The operator may, or may not,
as so desired, accompany the load on its transfer from floor to
floor. No matter what kind of truck is used, how much the
loads may weigh, or how fast they come, the Otis inclined
elevator will move them ,promptly and surely. From the
initiation of the load until its delivery at destination it remains
intact. It is particularly adapted to the varied merchandise
of department stores; parcels in express offices and railroad
stations; freight to and from vessels and docks; freight at
railroad terminals; bags, bales, boxes and packages in stores
and warehouses; transfer or finished parts, or merchandise
in process of manufacture in mills and factories. On the fol-
lowing pages are illustrated the many types of inclined ele-
vators which we manufacture, showing complete installations
and typical layouts of the apparatus. In order to estimate the
cost of Otis inclined elevators it is necessary for us to know
the distance from floor to floor, or rise, location and size of
beams; also floor construction, whether wood, concrete, or
other material and depth of same. To help you prepare this
information we refer you to the typical layouts of each type
of inclined elevator. When writing for information please
make reference to the typical layout sheet number, and with-
out obligating you in any way we will prepare specifications
and estimates of any machine to meet your specific require-
ments. If you own or manage or are planning to build a store,
factory, freight terminal or building, where merchandise
should have constant movement, or have old buildings you
want modernized to produce large income, we invite you to
make a thorough investigation of the Otis inclined elevator.
Any of our offices will be pleased to have your inquiries.”

Counting
Revolutions

The accurate, easy way, even
if the light is poor, is to usea

Starrett

Speed Indicator

You don’t need to watch the
dial, for the knob on the
revolving disc passes underthe
thumb at every 100 revolu-
tions. It will indicate ac-
curately the high speed of
those turbo-auxiliaries with-
out heating. Has rubber tips
for pointed and centered
shafts—won’t slip.

See our various styles at hardware
stores.

Our full line ts illustrated in
Catolog 19L

The L.S. Starrett Co.
Athol, Mass.

36 &37 UpperThames St., London,E.C.
42-29

You Can’t Blow Off the
Bonnet Rigging of the

Powell Union Composite Disc Valve

{) Ti

The patent ground joint
connection between “A”’
and “N” and hexagon
swivel nut ‘‘a’’ prevents
that. The higher the
pressure the tighter the
grip—plenty of strength
and metal where the body
might be weak. You
don’t need red lead to
make it steam tight after
you have taken it apart
for inspection or repairs,
the steam doesn’t reach
the threads.

These are only a couple
of the good points in the
Powell Union Disc
Valve, our booklet tells
them all—want it?

Specify Powell to
your jobber, and insist
on getting what you
specify.

Look for the
Name—

THE A Wm. POWELL Go.

THE

@¢ DEPENDABLE ENGINEERING SPECIALTIES.
CINCINNATI

VALVE.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912 INTERNATIONAL MARINE ENGINEERING

Engineers Recommend

Dixon's Flake Graphite

Your fellow marine engi-
neers know and recommend
the use of Dixon’s Flake
Graphite. Our booklet,
“‘Graphite on Shipboard’’ tells
how. Write for free copy 75-C.

JOSEPH DIXON CRUCIBLE CO.

JERSEY CITY, N. J.

Wilford Waterproof Flax Canvas

POLES
Boat, Hatch, Sail, Lighter Covers and Tarpaulins
It IS Waterproof. Send for sample and price.

T. S. TODD & CO., 42 Broadway, N.Y. Phone 2570 Broad:

London:
80, Norfolk Street, Strand, W.C.

DIESEL MARINE ENGINES

Most economical Internal Combustion
Engines, Burning Cheap Liquid Fuel
with high flash point = - -

SLOW AND HIGH SPEED FOUR AND TWO-
STROKE STATIONARY DIESEL ENGINES.

Further Specialities:

Steam Engines of all sizes, Horizontal and Vertical ;
Uniflow Steam Engines; Steam Boilers of all systems;
High-, Medium-, and Low-Lift Centrifugal Pumps;
Sinking Pumps; Fans of all kinds; Ice and Refriger-
ating Machinery; Heating Installations.

WINTERTHUR, SWITZERLAND.

| Gasoline electric generating sets are the subject of Cata-

logue 205 just published by the B. F. Sturtevant Company,
Hyde Park, Mass. “Sturtevant gasoline generating sets con-
sist of Sturtevant gasoline engines direct connected to Sturte-
vant direct-current electric generators. The engine is of the
four-cycle, water-cooled vertical type, with either four or six
cylinders, according to the size of the unit. These sets are
built in three sizes—s, 10 and 15 kilowatts capacity, capable of
lighting 200, 400 or 600 twenty-candlepower tungsten lamps.
A long- stroke engine has been designed as the most efficient
and practical for this service. Both engine and generator are
capable of operating under an overload of 25 percent for two
hours.”

The Penberthy Injector Company, Detroit, Mich, is send-
ing out an 80-page book, and every superintendent and engi-
neer at all interested in engine and boiler room practice should
have a copy. It is complete with illustrations of injectors,
ejectors, regrinding valves, safeguard water-gages, etc. “It
thoroughly describes them, gives many facts to be considered
in the selecting and handling of injectors, methods of connect-
ing, information regarding repairs, tables of capacities, and
really gives a great deal of information that will come in
handy to any engineer, and the Penberthy Injector Company
offers to’send it free of charge to those who care to write for
it, mentioning INTERNATIONAL MARINE ENGINEERING.”

The Watertown automatic safety water gage is described
in a folder published by the Watertown Specialty Company,
Watertown, N. Y. “We bring the Watertown automatic
safety water gage to your attention secure in the knowledge
that there is no other possessing all the qualities of automatic
safety action; automatic release of valve when glass is re-
placed; replacement of glass without shutting off valves by
hand; impossibility of false water level; accessibility to all
passageways for cleaning without removing from boiler; auto-
matic cleaning of safety check valves when the glass is blown
down; top and bottom valves interchangeable; automatic ac-
tion when closing and opening when glass breaks or is re-
placed. All requirements of the Inter-State Commerce Com-
mission are met with.”

In a 120-page book, entitled “De Laval Steam rurbines,
Multi-Stage Type,” the De Laval Steam Turbine Company,
Trenton, N. J.. has presented much more than an ordinary
trade catalogue. A third or more of this publication is de-
voted to a discussion of the “speed compromise” problem;
that is, of finding the best means of reconciling the high speed
natural to steam turbines with the low or moderate speeds of
driven machinery. The relative advantages of the several
fundamental types of turbines, as affecting this and other
matters, are discussed under the following chapter heads:
“The Field of the Single-Stage Turbine’; “The Necessity for
Multi-Stage Construction for Large Turbines”; “Advantages
of Speed Reduction by Gears’; “Considerations Affecting
Choice of Type of Turbines”; “Relation Between Rotative
Speed and Number of Stages’; “Effects of Different Methods
of Compounding”; “Choice of Type of Turbine’; “Benefit or
the Driven Machine from Being Able to Obtain the Proper
Speed”; “Alternator Speeds”; “Direct-Current Generator
Speeds”; “Centrifugal Pump Speeds’; “Fan and Blower
Speeds”; “Speeds for Rope and Belt Drives.” The remainder
of the book is occupied by a detailed description of the design
and construction of the De Laval multi-stage or multi-cellular
turbine, which is built in capacities of 500 horsepower and
up, and of the De Laval speed reducing gear, by means of
which this turbine is applied to driving standard speed, direct-
current generators, centrifugal pumps and blowers, and for
rope and belt drive. “A novel feature in the construction of
the De Laval multi-cellular turbine is the use of solid steel
rings, which are shrunk over the stationary guide vanes of the
diaphragms, entirely encircling the wheels. These rings pro-
vide an impenetrable steel armor, which will effectually pre-
vent injury to surrounding objects or persons in case the tur-
bine should be over-speeded, as through lodgment of objects
under the governor valve. A chapter at the end of the book is
devoted to showing that because of their lower first cost, steam
turbine-driven centrifugal pumps can compete successfully with
the most efficient triple-expansion pumping engines wherever
coal does not cost more than $6.00 to $8.00 per ton. The book
also contains a chart accompanied by a “steam scale,’ by
means of which the energy available from the expansion of
steam between given limits can be read off directly as heat
units, velocity of the steam in feet per second, duty in foot
pounds per thousand pounds of steam, and pounds of steam
consumed per horsepower-hour. Copies of this book will be
sent upon request to those concerned in the management or -
operation of steam plants.”

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

Reducing valves are the subject of Bulletin No. 4, pub-
lished by the Lytton Manufacturing Corporation, Franklin,
Va. “They shut off when consumption stops. Reduced pres-
sure can be changed while in operation.”

The velocity stage type of De Laval steam turbines is de-
scribed in a 48-page booklet recently issued by the De Laval
Steam Turbine Company, Trenton, N. J. “This is a velocity
stage turbine with a single presstire stage, built in sizes up to
600 horsepower, suitable for direct connection to centrifugal
pumps and blowers and small alternating-current and direct-
current generators, etc. With the intermediation of gears
the turbine may be adapted to drive slow and standard speed
machinery, also for use with rope or belt drives. The pam-
phlet outlines the factors affecting the suitability of different
types of turbines for the several services involved; the speed
problem, as bearing upon the type of turbine to be selected ;
methods of velocity staging for small turbines, such as the
use of multiple rows of buckets with intervening guide vanes,
or returning the steam jets upon the original row of buckets,
and practical considerations, such as renewability, governing,
non-penetrable casings, shaft design and freedom from vibra-
tion, bearings, the strength of wheels, the best form and
material of buckets to resist erosion, ease of access to in-
ternal parts, economy, facilities for changing the nozzles to
meet changes in steam conditions, etc. The turbines here de-
scribed and illustrated by 31 views and installations embody
several distinguishing features, some of which are novel. For
instance, all openings are in the bottom part of the casing, so
that the cover may be lifted off without disturbing steam or
exhaust connections. This exposes all rotating and working
parts, which may then be lifted out after removing the bearing
caps. All wearing parts, such as nozzles, buckets and guide
vanes, are renewable without involving the renewal of other
parts. The wheels are surrounded by a solid steel ring, suf-
ficiently heavy to prevent penetration of parts of the wheel in
case the latter should be ruptured by over-speeding. Possi-
bility of such accident is guarded against by a duplicate gov-
erning device operating an entirely independent valve. This
form of turbine is built for all steam conditions, 7. e., receiving
high-pressure steam and exhausting to condenser or atmos-
phere or against back pressure, or operating on low-pressure
steam, either alone or with mixed flow. Copies of the book
will be sent gratis to those interested in steam power plant
equipment.”

“Sirocco” fans are described in Bulletin 340-ME., published
by the American Blower Company, Detroit, Mich. “Sirocco
fans deliver more air at less expense for power than the
ordinary steel plate fan of twice the size.”

“Diamond” soot blower is described in Bulletin 1, pub-
Jished by the Diamond Power Specialty Company, 58 First
street, Detroit, Mich. The steamer Col. James M. Schoon-
maker, the largest steel bulk freighter in the world, is equipped
with “Diamond” soot blowers, and the chief engineer of the
ship states that these blowers are extremely satisfactory, and
that they do all that could be expected of them.

“J-M Permanite Packing” is the subject of a bulletin pub-
lished by the H. W. Johns-Manville Company, Forty-first
street and Madison avenue, New York. “J-M Permanite
Sheet Packing No. 60 is adapted for high or low superheated
or saturated steam; hot or cold water at any pressure; air, oil,
ammonia and various acidulated and alkali solutions. ~The
company will send a square foot of this packing as a sample,
free of charge, to all those interested.”

Class C turbines are the subject of booklet G46, published
by the De Laval Steam Turbine Company, Trenton, N. J.
“The shaft is exceptionally large, and each row of buckets is
mounted on a separate wheel rather than upon the broad rim
of one wheel. There are two governors—one a speed gov-
ernor and the second an independent emergency governor
which trips a safety shut-off valve. In any case damage to
wheel case or surroundings is absolutely prevented by the
heavy steel retaining ring. A safety relief valve is attached
to the casing cover. Made in all sizes suitable for the driving
of power plant auxiliaries.”

The subject of safety and greater reliability in the naviga-
tion of sea-going vessels which travel or dock at night is
taken up in bulletins published by the General Electric Com-
pany, Schenectady, N. Y. According to the bulletins, safety
and reliability in the above-mentioned circumstances are -se-
cured by the use of the General Electric Company’s search-
lights, built especially for marine service. The company is
prepared to furnish from stock standard commercial pro-
jectors of 9, 13 or 18-inch diameter for either pilot-house
or hand control. Larger sizes up to 80-inch diameter and
projectors suitable for special requirements of control are
furnished to meet every condition of marine work.

Are Your Auxiliaries Giving Satisfaction?

The

generators and direct acting
great deal more efficient than the reciprocating type.

letins covering Terrys for all classes of work.

‘“*Harvester’’ has two 15-Kw. TERRY Turbo-Generators

They ARE
if they are driven by

TERRY TURBINES

After exhaustive tests the United States Govern-
ment has installed Terry Turbines in ship after
ship and for all sorts of purposes. The big naval
review in New York Harbor last Fall showed
fifty-three Terrys on twenty-one different vessels.
Some of these were turbo-generators, some were
forced draft blowers, and some were’ pumps.
They are also being used more and more in the
merchant marine and particularly on the Great
Lakes.

‘

A recent order put eight Terry Turbine
generators upon the vessels of the Erie Rail-

road Transit-Line. This popularity-is based upon
results, as shown both in low steam consumption
and in absolute reliability and freedom from
breakdown.

You will readily understand why it is.that small
turbine driven sets are replacing engine driven

pumps when you consider that turbines take up less room, weigh only one-half as much, and are a
All of this makes a smaller drain upon the ship’s boilers and when
carried out to its last analysis makes it possible either to carry more cargo or to use smaller hull dimensions.

We have bul-

Bulletin No. 16, recently issued, deals particularly with marine work, and shows

why ‘Terrys are best for driving generators, pumps, forced draft sets, and other auxiliaries on shipboard. Send for your

copy today before it slips your mind.

Marine Bulletin No. 16 ready for you.

The Terry Steam Turbine Company

Home Office and Works

HARTFORD, CONN.

Agencies in all Principal Cities.

General Sales Offices

90 West St... NEW YORK

32-93

When writing to advertisers, please mention INTERNATIONAL MapInr ENGINEERING.

DECEMBER, I9I2

DECEMBER, 1912

“Autogenous Welding” is the subject of circulars dis-
tributed by Messer'& Company, The Bourse, Philadelphia, Pa.
“One of the latest and most important auxiliaries in iron and
metal working is supplied by the autogenous welding of
metals, chiefly by means of the acetylene oxygen flame, which
is equally well adapted for welding wrought and cast iron,
steel, copper and other metals, at the same time dispensing
with the application of hammering, pressure, solder or any
other means of fusion during welding, there being, in fact, a
smelting together or conflux of the metals. Instead of using
complicated joining methods that require rivets, screws and
the like, the work is done efficiently in a far cheaper way.
Formerly expensive and time-wasting repairs of ruptures and
fissures in machine parts, steam boilers and other receptacles
can now be made most expeditiously and at a relatively small
cost. Casting faults in iron and metal foundries can be recti-
fied in the most simple and efficient manner. An acetylene
oxygen welding plant, notwithstanding its extraordinary ad-
vantages, is of surprising simplicity in construction and opera-
tion. Hence it will presumably be introduced before long as
indispensable in the largest industrial concerns as well as in
the smallest workships. The acetylene oxygen welding is by
two-thirds cheaper than the autogenous welding of metals by
means of hydrogen and oxygen. Moreover, it admits of the
welding, for-instance, of iron up to a thickness of 2 inches
without preliminary heating, whereas this can be done with
the other welding methods referred to only up to a thickness
of 3% inch. Our welding blow pipes are provided with con-
trivances of the greatest importance (the patent for which has
been applied for), and are remarkable for their unexceled
economy in gas as well as for their faultless working. They
have stood the test of efficiency so extremely well as to be
distinguished by the gold medals as the highest awards. We
can furnish the highest references. Our apparatus are in
operation by the railroads, in the navy, in large industrial con-
cerns as well as in small factories and workshops, and in-
variably give the greatest satisfaction. We are always pre-
pared to demonstrate to any interested parties the acetylene
oxygen welding process in progress in our own works. The
welding of all metals can be acquired within a few days free
of charge in our own works. Or we send professional welders
to teach interested parties outside of our establishments at
very moderate charges.”

INTERNATIONAL MARINE ENGINEERING

Improved rotary bevel shears are described in an illus-
trated catalogue just published by the Hilles & Jones Com-
pany, Wilmington, Del. The claim is made that these rotary
bevel shears combine all the latest improvements in design,
and that they are constructed with an excess of strength be-
yond the rated capacities. “For many classes of work a
totary bevel shear is as satisfactory as a plate planer, and the
saving in time over edge planing is an important consideration.
On curves and irregular shapes it is invaluable compared with
hand work.”

“The Hunt Automatic Railway” is the title of a 32-page
booklet issued by C. W. Hunt Company, West New Brighton,
S. I. “The Hunt automatic railway was designed primarily
for transporting coal, sand, phosphate rock, ores, limestone,
salt, cement and similar bulk materials from railroad cars and
vessels to storage bins or pockets where the run does not
exceed 600 feet. So many of these railways have now been
installed in all parts of the country and are operating under
such a wide range of conditions, some continuously during
the past forty years, that we can submit any number of per-
formance records to prove that they afford absolutely the most
economical and satisfactory means of accomplishing ‘their
purpose. The cost of operating this elevated self-acting rail-
way is confined to the expense of one man’s wages, for the
car, once loaded and started, runs down the track, dumps its
load at any desired point, and returns to the starting place
entirely under the action of gravity. The workman does not
even accompany the car; the operation is so entirely auto-
matic that no attention whatever is required from the time of
starting with load until the return empty and ready for the
next load. Moreover, the car runs with great rapidity, making
a trip of goo feet, dumping its load and returning in about
fifty seconds. Materials received over the automatic railway
can be accurately weighed without delay or extra expense by
placing platform scales in the track at the loading end; the
workman who loads the car also weighs it, and while the car
is running down the tracks enters the weight in the tally-
book. Almost any area within a radius of 600 feet can be
covered by having the required number of automatic railways
radiate from a central receiving point, the capacity being
limited only by the number of cars in operation. Where there
is no time limit one car switched from track to track can be
made to cover the entire storage space.”

COBBS HIGH PRESSURE SPIRAL PISTON

And VALVE STEM PACKING

IT HAS STOOD THE

TEST OF YEARS

AND NOT FOUND
WANTING

Because it is the only one constructed on correct principles.
core is made ofaspecial oil and heat resisting compound covered with

duck, the outer covering being fine asbestos.

WHY?

IT IS THE MOST

ECONOMICAL AND

GREATEST LABOR
SAVER

The rubber

It wili not score the rod

or blow out under the highest pressure.

NEW YORK BELTING AND PACKING CO.

91 and 93 Chambers Street, NEW YORK
LONDON, E.C., ENGLAND, 11 Southampton Row

CHICAGO, ILL.,130 West Lake StreET

ST. LOUIS, MO., 218-220 Cuestnut STREET
PHILADELPHIA, PA., 821-823 Arcu STREET

SAN FRANCISCO, CAL., 129-131 First St., OAKLAND

LIMITED

BOSTON, MASS., 232 Summer STREET
PITTSBURGH, PA., 420 First Avenue
PORTLAND, ORE., 40 First Street
SPOKANE, WASH., 157 S. Monroe STREET

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

Rotary pumps, feed-water regulators, disk fans for venti-
lation, positive-pressure blowers and blowers for mechanical
draft are described in a folder published by the L. J. Wing
Manufacturing Company, 352 West Thirteenth street, New
York.

The Wisconsin Carbonic Safety System for refrigeration
and ice-making is described in a circular issued by the Wis-
consin Ice Machine Company, 322 South Michigan Boule-
vard, Chicago, Ill., and a statement is made regarding the
case of “The Carbonic vs. the Ammonia Machine.”

The Star “non-corrosive” steam gage is described in an
illustrated circular published by the Star Brass Manufactur-
ing Company, 108 East Dedham street, Boston, Mass. This
circular states that the Star gage is the only one made with
a movement that won’t rust. “Both the non-corrosive and
corrugated tube features are patented and found only in our
make.”

Marine engines are described in a catalogue just issued by
the Wolverine Motor Works, Bridgeport, Conn. This com-
pany makes both oil and gas engines, and makes a specialty of
commercial installations. In the catalogue are numerous half-
tone illustrations, showing towboats, freighters, schooners,
launches, oyster boats, etc., in various parts of the world,
which have been equipped with Wolverine motors.

“From the Scrap Heap to the Drill Press” is the title of
folder 19-H published by the Cleveland Twist Drill Company,
Cleveland, Ohio. In this folder the statement is made that any
taper shank drill with its tank twisted off can be restored to
its original usefulness more easily and more quickly than you
can grind its point when dull. “Three minutes’ grinding puts
on a new and stronger tang below the one that is twisted off.
The new tang fits the lower slot.”

Turbines for marine and stationary use are described in a
large new catalogue just published by the Kerr Turbine Com-
pany, Wellsville, N. Y. All of our readers interested in the
subject of turbines should send for a free cupy of this cata-
logue.’ One user of Kerr turbines writes to the manufacturer:
“There has been no money spent for maintenance of the tur-
bines and no money spent on attention. They are started by
the oiler, bearings examined once every eight hours and the
turbine looked over. The oil in the bearings is changed
monthly, otherwise they take care of themselves.”

“Appliances for Burning Fuel Oil” is the title of a hand-
somely printed and illustrated catalogue just published by
Tate, Jones & Company, Inc., Pittsburg, Pa. “Oil first came
into use as a fuel in the field of steam raising, and in this
field it has many distinctive advantages over solid fuels.
When properly burned it has no injurious effect on the boiler;
on the contrary, the boiler’s life is lengthened and the cost of
its maintenance is lessened. This applies to both fire and
watertube boilers. With oil the temperature is kept constant,
and chilling drafts in the fire-box are avoided because the
furnace doors are never opened while running; Better regu-
lation can be obtained, and overloads or a sudden decrease in
load can be instantly taken care of. Oil gives a smokeless
fire and leaves no ashes. There are no flues to clean, no
clinkers to remove, and no grate-bars to replace. The trans-
mission of heat is at a maximum at all times, as there is no
insulating layer of soot deposited on flues and tubes. A
greater evaporation per square foot of heating surface is
obtained and a saving of about 25 percent in labor. Besides
these advantages, we “have a aglechitan of about 40 percent in
weight and of about 35 percent in bulk of-the fuel, which is
of great importance in marine and locomotive work. The
economy in fuel of using oil will differ in different localities,
depending on the prices of oil and coal, but there are funda-
mental economies with oil which are shown by the advantages
enumerated above, and also from the fact that oil is more
easily handled than coal, can be stored at less cost, does not
deteriorate when stored and there is no danger of spon-
taneous combustion. In localities where oil is plentiful there
is no question as to its economy as a fuel, but even in localities
where oil is comparatively expensive, it is being widely used
in a great many industries where the improved product of the
manufactured article more than counterbalances the difference
in price of the two kinds of fuel. It lends itself particularly
well to the operation of metallurgy, because a clean heat is
secured as well as a uniform temperature. In the smelting
of ores and refining and working of metals the comparative
freedom from sulphur of most kinds of oil, and the fact that
either an oxidizing, reducing or neutral atmosphere may be
maintained, makes” it an ideal fuel. Forging and heating of
all kinds can be started up and shut down instantly with fuel
oil, and we have an early attainment of the maximum tem-
perature with accurate and easy regulation, which is very
desirable.”

Engineers!
Draftsmen!
Superintendents !

You can earn money
and help edit Interna-
tional Marine Engineer-
ing by writing tous about
your own experiences
and those ot your friends.

Tell about any breakdowns
at sea that you may know of,
and how they were repaired.

Write regarding shop
*‘kinks,” or anything else of
a practical nature, that would
interest a marine engineer,
draftsman or shipbuilder.

Don’t think you can’t write
for publication for you can—
just send us your letter and
we ll put it into shape, if
necessary.

We will pay double price
for all articles that we accept
—sit down and write yours
now, and tell your friends
to write theirs.

INTERNATIONAL MARINE
ENGINEERING

17 BATTERY PLACE, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, 1912

DECEMBER, I9I2

“S & N” heavy-duty beam shears, coping machines and
bar and angle cutters, are the subject of a handsomely printed
32-page catalogue just published by the Wiener Machinery
Company, Church street, corner Dey street, New York. In
this catalogue the following description is given of the “S &
N” type T-40, motor-driven, heavy-duty beam shears: “For
many years this machine has been considered a standard tool,
inasmuch as it has been found so satisfactory by hundreds
of customers all over the world. This type is of particular
interest to fabricators of structural work, iron and steel
dealers and metal manufacturers. Our type IT machine com-
bines utmost strength with greatest simplicity. The actual
cutting requires less time than any friction saw. It possesses
all advantages of a special tool without having the disad-
vantage of being complicated, so that any man can handle it.
The design is heavy and massive. All dimensions are ample
to secure working without breakdowns of any kind. The
frame consists of very heavy rolled steel plates, which are
machined on the inside before being riveted together, so that
the inner working mechanism has smooth guiding surfaces.
Bushings, bolts, etc., have good and substantial bearing, and
repairs will be practically unnecessary. The working parts
are of forged and, wherever necessary, hardened steel. Gear-
ing is made of high-grade cast steel with cut teeth, and conse-
quently the machine will run smoothly and noiselessly. The
knives of the ‘S & N’ beam shears are made of the finest tool
steel, and the quality, together with the design, makes the
knives last for many years. The ‘S & N’ heavy-duty beam
shears cut beams and channels without the necessity of turn-
ing them over, the same knives being used for different shapes.
The ‘S & N’ beam shears require one-fifth to one-third of the
power of high-speed saws, and still cut faster than these.
After the cut is made, the beam cut by an ‘S & N’ machine is
ready for shipment, while the beam sawed has to be freed of
the fin. There is no screwing required when placing a beam in
an ‘S & N’ shear. The machine is always ready; the upper
knife returns automatically into its initial position after a cut
has been made. The operator does not leave his place in
front of the machine. The price of a complete installation of
‘S & N’ beam shears, including all the knives, motor and
foundation, is less than that of high-speed saws or of hydraulic
machines, while the operating expenses of the ‘S & N’ machines
is far below that of any other tools for the same purpose.”

INTERNATIONAL MARINE ENGINEERING

“Regrinding Valves” are the subject of a book of questions
and answers issued by the National Tube Company, Frick
building, Pittsburg, Pa. The N. T. C. regrinding valve has
been on the market for some years. “From time to time cer-
tain questions are asked, and we have endeayored in this
pamphlet to give replies to the most common queries.”

A bolt heading, or forging furnace, which uses oil or gas
fuel is described in a catalogue published by Tate, Jones &
Company, Pittsburg, Pa. This furnace is especially designed
for light forging, and is simple in design, being built of cast
iron plates bolted together and lined with asbestos board and
firebricks. It is built to heat stock up to 4 inches square, and
will make heats 50 inches long. The burners fire from below
the work and the material is heated quickly and uniformly.

“Chicago Pneumatic Compressors for Air and Gas” is
the title of a booklet issued by the Chicago Pneumatic Tool
Company, Fisher building, Chicago, Ill. “To convey at a
glance an idea of the wide range of compressors we manufac-
ture is the sole purpose of this brochure. A selection only of
our line of 200 types and sizes is herein illustrated in minia-
ture, with a few words by way of description. We publish a
complete series of bulletins describing in detail all types of
Chicago pneumatic compressors. These and full specifications
will be sent upon request made to our nearest office.”
and Lundin boats and other lifesaving appliances at the meet-
ing of the Lifeboat Board, Oct. 23, at Newport News, Va.
The company also had standard davits and a new Welin boat

TRADE PUBLICATIONS

GREAT BRITAIN

A tool steel testing machine for testing the cutting
efficiency of tool steel is made by Edward G. Herbert, Ltd.,
Atlas Works, Levenshulme, Manchester. “This machine pro-
vides for the first time a means of rapidly and accurately
ascertaining the actual cutting properties of tool steels; their
durability at various speeds; their suitability for different
duties; the best methods of hardening them, and the com-
parative value of various cutting compounds. The durability
of tool steel is measured by the number of inches it will turn
from a standard test tube of tough steel before the cutting
edge becomes worn by a definite amount.”

WELIN MARINE EQUIPMENT COMPANY

FORMERLY
WELIN DAVIT and LANE & DE GROOT CO., Consol., 305 Vernon Ave., Long Island City, N. Y.

We make

Welin Quadrant

Davits
in 60 Types and Sizes

Life Boats of
Metal or Wood

in all Sizes and Styles

Motor Launches

To meet all require-
ments

We make
Releasing Gear
Non-Toppling
Blocks

Life Rafts

Life Preservers
A. B. C. Type

Boat Coverings

LUNDIN DECKED LIFE BOATS
WE ARE EXPERTS IN FURNISHING COMPLETE LIFE SAVING APPLIANCES

Send us your deck plans and full information and we will tell you how

best to meet the Law and be really safe.

Better be safe than sued.

OUR LONDON HOUSE IS

THE WELIN DAVIT and ENGINEERING COMPANY, 5 Llyods Avenue, ENGLAND

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

Belting, packing, etc., are the subject of a 42-page cata-
logue published by Small & Parkes, Ltd., Hendham Vale
Works, Manchester. “Having devoted over thirty years to
manufacturing engine packings, we can justly claim to be
specialists in this important line. We offer you the results of
our experience, and if you entrust your packing to us we are
confident of being able to save you money, time and trouble.
We do not offer one packing designed to suit every require-
ment, but we make modifications to cope with the different
classes of work.”

Electric winches, cable ins and haulage gears are described
in list 14-B, published | yy Clarke, Chapman & Company, Ltd.,
Victoria Works, Gateshead-on-Tyne. ‘In-issuing this list it is
our desire to illustrate and describe some of the more usual
of the many designs of winches, windlasses, capstans, haulage
and winding gears which we supply, in the hope that our
friends may find therein something that will help them in the
selection of such a plant. The very varying conditions under
which this class of plant has to work and the very rough usage
to which it is often subjected, make special precautions neces-
sary in some cases which can well be dispensed with in others,
so that it is difficult to give prices in a list of this kind that
would be of any general utility, but we are always pleased to
carefully consider inquiries when full particuars of the duty
required and conditions of workings are submitted to us.”

Gas engines and suction gas plants are described in a
catalogue published by Kynoch, Ltd., Witton, Birmingham.
“Tn this catalogue we refer to the high standard of workman-
ship and material employed in the construction of our gas
engines, and venture to point out that our facilities for main-
taining this standard are quite exceptional in the gas engine
trade. While our gas engine works are distinct, and were
specially equipped and staffed for this branch of engineering,
we employ a large staff of expert metallurgists, chemists, tool

designers and makers, with suitable apparatus for the ex-
amination and testing of material in connection with our

important iron, copper and brass mills (our large foundries
producing enormous castings), and several other engineering
shops. For the above reasons we are also able to secure
supplies of the highest standard of material, and it will be
obvious that this is an advantage to our customers which can-
not be offered by all firms engaged in the manufacture of gas
engines alone.”

BUSINESS NOTES

AMERICA

A Story FoR ENGINEERS.—‘McAndrews’ Floating School”
begins in this number of INTERNATIONAL MARINE ENGINEER-
ING. It is much easier to read a good story and remember the
thousand and one ludicrous incidents than to study a serious
textbook. Thousands of men hesitate to read such a book,
and it is for these men that “McAndrews’ Floating School” is
written. The oilers and firemen who figure in this engineer-
ing story start in at the very beginning, below the grating of
a steamship, and work up step by step. They have many
amusing experiences before acquiring the knowledge neces-
sary to take out their first papers. All that the law requires
them to know to get their licenses, either from the Board of
Trade or the United States Steamboat Inspection Service, is
woven into the story, so that the reader unconsciously absorbs
a vast amount of practical and necessary information. The
object of “McAndrews’ Floating School” is to make it pos-
sible for a man who wants to secure a marine engineer’s
license to absorb the necessary information, and enjoy the
operation so much that he does not realize that he is studying

hard. He only realizes that he is reading the best and most
amusing story ever written for engineers. The author is
Capt. C. A. McAllister, engineer-in-chief of the Revenue

Cutter Service—one of the best-known writers on marine
engineering subjects. Many of our readers will remember
Capt. McAllister’s splendid story for marine engineers entitled
“The Professor on Shipboard.” Inspector-General George
Uhler, of the Steamboat Inspection Service, writes: “I have
read the first two chapters of ‘McAndrews’ Floating School,’
written by Capt. C. A. McAllister, of the Revenue Cutter
Service. It is written in his usual happy vein, and with his
intimate knowledge of every feature of the subject, its purpose
and its designed effect, it cannot fail to be interesting to
everyone, and particularly useful and helpful to the beginner,

who is the child of his thought and the beneficiary of his
expression. The idea of putting out what promises to be a

textbook in the shape of an interesting story could have had
its inception only in the mind of Chief McAllister. Nobody
else in the world would have ever thought of such a thing,
and I sincerely hope that it may receive all the credit that its
excellence and importance deserve.”

A $2.00 BOOK FOR $1.00,

If ordered in connection with a new or renewal subscription to INTERNATIONAL MARINE ENGINEERING
(price $2.00 domestic; $2.50 foreign) the two will be sent for $3.00 domestic or $3.50 foreign.

PRICE, $2.00 POSTPAID, IF UNACCOMPANIED BY SUBSCRIPTION

MARINE ENGINE INDICATING

By CHARLES S. LINCH, M. E.

DECEMBER, 1912

So far as we are able to discover this is the only important book exclusively for marine engineers published for years. It is a broad
treatise on the art of indicating marine engines and contains over two hundred actual and typical cards, with explanations that cannot fail
to be of greatest assistance to any engineer.

Most text books on the subject of indicating are confined to stationary engines, but this book is confined ‘strictly to the marine side of the
subj :ct and fills a long-felt want. “That a thorough treatise on this all-important device, with special reference to its application to marine
engines, was greatly needed is obvious to every marine engineer, as it has been the author’s observation that text books written on the subject
of indicators are invariably based on experience with stationary engines.

In the analysis of diagrams it is important, when adjustment of valves must be made, to be able to construct and discuss the valve diagrams,
and the object of this book is to explain the methods in a clear manner, eliminating all geometrical proof. All diagrams shown were taken, in
actual practice, from modern marine engines. ,

CHAPTER I CHAPTER III

Diagrams: Modern Marine Engine Practice,
Cylinder to Four Cylinder Triple Epansion.

‘CHAPTER IV
Their Construction and Use.

The Indicator:

from Single

Its Construction and Application.

CHAPTER II

Diagrams: Their Computation and Combination. Valve Diagrams:

ADDENDA

Plates showing Construction of Valve Diagrams; Combined Indicator Diagrams; Sectional Diagrams of Modern Marine Engine and Gen-
eral Arrangement of Triple Expansion Engine—showing Reducing Motion, etc.

FOR SALE BY

INTERNATIONAL MARINE ENGINEERING

17 BATTERY PLACE, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, 1912

Boats

The new rules of the Supervising In-
spectors demand independent air tanks.
Note them in illustration of our life boat.

Is your equipment for life saving up
to the demands of the Law?

Better be sure than sued.

Welin Marine Equipment Co.
305 Vernon Ave. —
Long Island City, N. Y., U. S. A.

Formerly Welin Davit and Lane and De Groot Co.

Our life boats are the best made but
they would be useless if they could not
be got overboard. .

With our Welin davit, two men can
do this with ease even with a loaded boat.

We make these Welin davits in 60
sizes and shapes.

~DAVITS

INTERNATIONAL MARINE ENGINEERING

Tue Application oF MARINE GLUE TO THE BEAMS OF DECKS.
—L. W. Ferdinand & Company, 301 South street, Boston,
Mass., are sending out the following instructions regarding
the application of Jeffery’s marine glue: “Do not attempt
to heat all the marine glue you expect to use at once. Heat
only what is necessary for immediate use, and as soon as it is
half used out of the kettle add fresh glue, keeping it stirred
now and then. It should be used as soon is it is melted and
not allowed to stand in the kettle. Continued boiling hardens
and injures the glue. .Almost without exception, unsatisfac-
tory results in using this material are occasioned by faulty
application and are produced entirely by two causes. First,
if either the oakum or cotton calking or the seam is damp
when the glue is applied, as soon as the sun shines on the
deck the heat will turn this moisture into steam which will
force the glue up over the edge of the seam. Second, in pay-
ing the seam the ladle should be held at least an inch above
the deck—if the ladle is drawn on or close to the seam a
quantity of atmosphere will envelop, and has no time to
escape before the glue becomes set. This will cause air bub-
bles, which in hot weather will also force the glue up over the
edge of the seam, leaving it hollow and unsound. ‘The seams
must be absolutely dry and clean before the glue is run into
them. Jf applied to old work, the old material should be dug
out perfectly clean. Whatever adheres to the sides should be
removed with a rase knife.”

THe WetIn Marine EquirpMeNtT Company, Long Island
City, N. Y., had a complete exhibit of models of Welin davits
and Lundin boats and other lifesaying appliances at a meeting
of the Lifeboat Board, Oct. 23, at Newport News, Va. The
company also had standard davits and a new Welin boat
installed for test on board the transport Kilpatrick. Mr. Axel
Welin came over from England to be present at these prac-
tical tests, which were made under the direction of the board.
The model of the arrangement of the lifeboats and davits, as
supplied by the London house of this company for the new
Hamburg-American liner /mperator, was most interesting,
and the very difficult problem of stowing the necessary life-
boats with the crew of such an immense ship and its pas-
sengers seems to have been most admirably settled. The large
order for lifeboats made under the new rules of the Board of
Supervising Inspectors is now being rapidly filed by the
Welin Marine Equipment Company for the New England
Navigation Company, and the quadrant davits for the
Commonwealth, Priscilla, Providence and Plymouth are
partly installed on these steamers. Capt. A. P. Lundin, presi-
dent of the company, goes soon to the Pacific Coast to be
present at the tests which are to be undertaken for life-
saving appliances.

MarINE REFRIGERATING PLANTS.—The Brunswick Refriger-
ating Company, New Brunswick, N. J., writes us, under date
of Nov. 15, regarding an order received from Barber & Com-
pany, 17 Battery Place, New York: “We have just received
an order from Barber & Company for the installation of one
of our 1-ton plants on board the steamship Siimosa. This is
the standard Brunswick direct-connected outfit for cooling a
little box 8 by 7 by 6 feet high inside. The Shimosa sails for
the Far East, Singapore and the Red Sea, on the 24th. The
order was entered Nov. 14, yesterday, and be assured that the
boat will sail with the plant running properly after a good test
run, even if there are only nine days to do the work in. As
soon as the job is finished we will write and give you more
details. This machine will operate under the most trying
conditions, the temperature of the condensing water is very
high, and also the temperature of the atmosphere is high and
the humidity great. The effect of the warm condensing water
is counterbalanced by the installation of an especially large
ammonia condenser. In spite of the fact that the machine is
only 1-ton capacity, the condenser will be 15 feet long, 4 pipes,
14-inch and 2-inch pipes. The refrigerator will be built of
2-inch compressed corkboard, with lumber on either side, and
three more thicknesses of lumber, making two I-inch air
spaces. The various thicknesses of lumber will be backed
up by fourteen thicknesses of two-play heavy insulating
waterproof paper. The insulation over all will be about 8
inches thick, and will be built for holding a temperature of 20
degrees in the refrigerator, with an outside temperature of 90
degrees. This is a typical little Brunswick job, just the kind
of work that the Brunswick Refrigerating Company is looking
for. It does not make any difference how small the boat is
or how little room there is on it, there is room for a
Brunswick, and a Brunswick may be operated economically
wherever 50 pounds of ice a day is used for refrigerating
purposes.”

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

Water B. Snow, publicity engineer, 170 Summer street,
Boston, Mass., has recently increased his staff by the addition

of Fred. R. Lufkin, formerly of the instructing staff in elec- Use jJ-M Permanite Packing

trical engineering of the Massachusetts Institute of Tech-

nology, and late assistant superintendent of lighting and wires, d y a | [rl N] J
Brookline, Mass. a n ou ave 0 ol! ints

NeEuTRALIZING Fire AFLoat.—A number of recent serious Li k Thi
fires on ships have called attention once more to the fact that | e is
perhaps the greatest dread of all those who “go down to the

sea in ships” is the ever-present menace of fire. It does not
need the example of the General Slocum to point the moral C

that adequate advance preparation is the only real security.
The latest and largest passenger steamer on the Great Lakes,

the City of Detroit III., has been protected against this pos- F you want to cut down

sibility by a system of Grinnell automatic sprinklers, which your maintenance ex-

covers all the vulnerable parts of the vessel, and provides a pense, cut down the

certain and complete answer to any fire which might originate. number of sheet packings

These are distributed throughout the cargo and bage raze you are using for the various

spaces, in the pantries and galleys, and in all other locations conditions and adopt One

where the nature of the contents would be liable to cause Packing that will take care of any and | .every condition.
trouble. In addition to the sprinklers there is a complete J-M Permanite Sheet Packing No. 60 will make a
fire alarm system throughout the vessel; the hull, including permanently tight joint, that will never have to be followed
the large deckhouse, is subdivided by fireproof partitions and up when used for packing.

fire doors, so that in those portions where the sprinkler pro- High or low, superheated or saturated steam, hot or
tection is not available the spread of a fire would be so com- cold water at any pressure, air, oil, ammonia and various
pletely limited that the crew would have a comparatively easy acidulated and alkali solutions.

task in coping with it. The main reliance, however, is placed, J-M Permanite is the cheapest packing you can use

as always, upon the automatic means for both discovering and because it is extremely light in weight—hence, more area
extinguishing fire. The alarms, showing on the annunciator to the pound, and because it will not deteriorate with age.
the location of each incipient blaze, and the sprinklers, putting We Gant: t Gar yon & capers Root a? GHs anatadiall

it out before it can gather headway, form the only complete to pack the most troublesome joint you have to pack
answer to the fire problem as it exists afloat. :

Write our nearest branch.

H. W. JOHNS- MANVILLE CO.
BUSINESS NOTES

Ey einen a eneas City, ew RS san SOE

altimore evelan os Angeles ew Yor eattle

GREAT BRITAIN Boston Dallas Louisville Omaha St. Louis
Buffalo Detroit Milwaukee Philadelphia Syracuse
Chicago Indianapolis Minneapolis Pittsburgh

: For Canada—THE CANADIAN H. W. JOHNS-MANVILLE CO., LTD.
0 i RE es J > EF y 1X e yas
Tue ENGINEERING AND MACHINERY EXHIBITION which was Tonto etrcell Winnipeg Vanaouven

held at Olympia from Oct. 4 to 260 was unusually successful.
Among the large number of representative firms who ex-
hibited we notice the following: James Archdale & Com-
pany, Ltd., Birmingham, exhibited machine tools of the most
recent design, arranged for the use of high-speed cutting steel
tools, all driven under working conditions by electric motors,
thus eliminating all overhead shafting and its attendant belt- f
ing. H. W. Ward & Company, Ltd., Birmingham, showed

a representative selection of their capstan and turret lathes, W

milling machines and ball bearing drills. Vickers, Ltd., Salesman anted
Vickers House, Broadway, Westminster, London, S. W., : : F
showed a large assortment of electrical machinery, such as whois posted On Marine practice and who

motors of various types, high-power drills, adjustable ream- 5 9 s C -
ers, etc. At the stand of Hans Renold, Ltd., Progress Works, has had experlencent selling marine sup

1408

Brook street, Manchester, every department of power trans- plies. Splendid Opening for the right
mission by chain was effectively represented. These chains Z x
may be briefly classified under the three heads of silent, man. Address : SALESMAN, care

roller and block. A. Herbert, Ltd., Coventry, had two stands International Marine Engineering 17
showing a number of up-to-date labor-saving machine tools 4

also a number of small tools. Henry Pels & Company, Lin- Battery Place, New York.
coln Chambers, 9 Portsmouth street, Lincoln’s Inn Fields, /

London, W. C., exhibited a number of machine tools, such
as joist shears combined with a universal punching machine;
a double-ended universal punching and shearing machine
combined with a bar, angle, tee and channel cropper; a uni-
versal multiple punching: machine, etc. The Crosby Steam
Gage & Valve Company, 147 Queen Victoria street, London,
E. C., exhibited, among other engineering specialties, a relay
reducing valve, a British-made recorder and Wallace & Lanza
indicator attachments. Arthur Ross, Hotchkiss & Company,
Ltd., 1 Glengall Road, Old Kent Road, London, S. E., ex-
hibited the Hotchkiss circulator for marine boilers, a new
condenser ferrule, a new watertube boiler, and “Ross’ Com-
position” for removing and preventing boiler scale. Mayer &
Schmidt. Offenbach-on-Main, Germany, exhibited grinding
machinery for railway and locomotive works. Marine circu-
lators were shown by the Ross Schofield Company, 117 Lead-
enhall street, London, E. C. Clarke, Chapman & Company,
Ltd., Victoria Works, Gateshead-on-Tyne, had a large ex-
hibit of electrical machinery, watertube boilers. winches,
windlasses, engines, projectors, etc. Kynoch, Ltd., Lyon
Work Works, Witton, Birmingham, exhibited an electric
light engine with producer plant, completely furnished on the
stand, with a 1-95 brake-horsepower engine, which was run-
ning. W.H. Bailey & Company, Ltd., Albion Works, Salford,
Manchester, made a very interesting display of pumps, air
compressors and steam and water fittings.

Safety and Simplicity

Steam and water shut off automatically
and instantly when gage glass breaks,
so that injury to attendant-is impossi-
ble. Yet the addition of these in-
valuable features of The Watertown
Automatic Safety Water Gage in no
way complicates its construction.

Write for descriptive circular G-3.

Watertown Specialty Co.
Watertown, N. Y.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I9I2

INTERNATIONAL MARINE ENGINEERING

HAYNE’S

Manual on the Rule of the Road at Sea
and Precautionary Aids to Mariners

Second Edition, Revised and Enlarged—1912

Invaluable to navigators, pilots,
yachtsmen, motor boat operators.
Covers points, binding on all water
craft, not contained in rules. An
accurate and safe guide to naviga-
tion. Price $3.25 delivered. Pam-
phlet on request.

The Co-operative Publishing Co.

P.O. Box 364 Baltimore, Md,

Aids

To
Prevent
Collision,
Fines and
Penalties

J. W. Brooke & Company, Lrp., Adrian Works, Lowestoft,
report a very flourishing business in marine motors, writing:
“We have, unfortunately, got slightly behind with deliveries,
and we still have eighty motors on order for completion,
aggregating 2,500 horsepower, a large proportion of which
are for shipment to our agents abroad. In addition to this
we have just dispatched three teak launches to the Egyptian
Government, and on the stock are several launches to be
shipped to India.”

Hutchinson, Rivinus & Co.

MARINE AND FIRE INSURANCE

New York Office Philadelphia Office
3 So. William St. 425 Walnut St.

SEARCH LIGHT
PROJECTORS

For Ocean, Lake and
River Steamers.

The Most Satisfactory and Best
Electric Search Lights Made.

Send for Catalog **A’’

The Carlisle @ Finch Co.

234 East Clifton Ave.,
_CINCINNATI, OHIO.

Maker Responsible
for’the Quality” of

Largest Rivet Manulacturers in.
-the world — 40,000 kegs in stock.

MARINE SOCIETIES.

AMERICA.
AMERICAN SOCIETY OF NAVAL ENGINEERS
Navy Department, Washington, D. C,
SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS
29 West 39th Street, New York.

NATIONAL ASSOCIATION OF ENGINE AND BOAT
MANUFACTURERS

29 West 39th Street, New York City.

UNITED STATES NAVAL INSTITUTE
Naval Academy, Annapolis, Md.

GREAT BRITAIN.

INSTITUTION OF NAVAL ARCHITECTS
5 Adelphi Terrace, London, W. C.
INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN
SCOTLAND
39 Elmbank Crescent, Glasgow.
NORTHEAST COAST INSTITUTION OF ENGINEERS AND
SHIPBUILDERS
Bolbec Hall, Westgate Road, Newcastle-on-Tyne.

INSTITUTE OF MARINE ENGINEERS, INCORP
58 Romford Road, Stratford, London, E.

GERMANY.

SCHIFFBAUTECHNISCHE GESELLSCHAFT
Technische Hochschule, Charlottenburg.

MARINE ENGINEERS’ BENEFICIAL ASSOCIATION.

NATIONAL OFFICERS.

President—Wm, F. Yates, 21 State St., New York City.

First Vice-President—David W. Miller, Seattle, Wash. ‘

Second Vice-President—Geo. H. Bowen, Port Huron, Mich.

Third Vice-President—Charles N, Vosburgh, 6323 Patton St., New
Orleans, La.

Secretary—Geo. A. Grubb, 1040 Dakin St., Chicago, Ill.

Treasurer—A. L. Jones, 38 Avery Ave., Detroit, Mich.

DIRECTORY OF GRAND COUNCIL, N. A. OF M. E. OF CANADA, FOR 1912.

GRAND OFFICERS

Grand President—J. T. McKee, P. O. Box 98, Fairville, N. B.
Grand Vice-President—Thos. Theriault, Levis, P. Q.
Grand Secreta Yah Casun crea Nei J. Morrison, P. O. Box 288, St. John,

Grand. Conductor—John A. Murphy, Midland, Ont.

Grand Doorkeeper—Geo. Bourret, Sorel, P. &:

Grand paditers Richard McLaren, Owen Sound; L. B. Cronk, Wind-
sor, Ont.

AMERICAN ASSOCIATION OF MASTERS, MATES AND PILOTS.

NATIONAL EXECUTIVE COMMITTEE
Nationals President—John H. Pruett, 423 Forty-Ninth St., Brooklyn,

N. Y.
National First Vice-President—H. F. Strother, 2022 Oakland Ave.,
Piedmont, Cal.
National Second Vice-President—Geo. B. Downing, West End, Eighth
National Third Vice-President—J. C. Proctor,
Orleans, La.
Pilot’s Office,
Bay St., E. Savannah, Ga.
National Treasurer—A. B. Devlin, 21 State St., New York.

St., Eighth Ward, Norfolk, Va.
1136 State St, New
National Fourth Vice-President—W. T. Daniels, Jr.,
National Secretary—M. D. Tenniswood, 308 Vine St., Camden, N. J.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, ,I912

LACK OF RAILROAD FACILITIES DO |

TRAINS OW PACK

ENGINEERS AT REMOTE PLACES ALL
OVER THE GLOBE DEMAND THE PACKING —

THAT HAS PROVEN ITSELF oT B
BEST BY TEST”

MANUFACTURED EXCLUSIVELY BY

PEERLESS RUBBER MANUFACTURING COMPANY

I6 WARREN ST., NEW YORK.

DETROIT, MICH;16 -24 WOODWARD AVE. SEATTLEWASH=-FIRST & KING STREETS BOSTON, MASS=10 FEDERAL ST
CHICAGO,ILL>- WELLS & MICHIGAN STS. CHATTANOOGA, TENN=I106-1120 MARKET ST. BUFFALO, NY-379-383, WASHINGTON ST.
PITTSBURG, PA> 425-427 FIRST AVE. INDIANAPOLIS. IND.-38-42 SO.CAPITOL AVE. ROCHESTER,NNY-24 EXCHANGE ST
SAN FRANCISCO.CAL= 39-51 STEVENSON ST. DENVER, COL=1IS56 WAZEE STREET. SYRACUSE, N.Y=212214 SO.CLINTON ST.
SPOKANE,WASH-RAILROAD & STEVENS STS HELENA. MONT.sII3-1I7 MAIN ST. LOS ANGELES, CAL=359 NORTH MAIN ST
SALT LAKE CITY,UTAH- 257 MAIN ST. . PORTLAND. ORE= 69-75 N.12™ ST. BALTIMORE,MD.,37 HOPKINS PLACE,

NEW ORLEANS.LA:808-821 TCHOUPITOULAS ST. PHILADELPHIA, PA=I9 NORTH SEVENTH ST. LOUISVILLE. KY., SECOND & WASHINGTON STS.
oe FOREIGN AGENTS.
LONDON.EC/ENGLAND=CARR BROS.LTD. IIQUEEN VICTORIA ST. PARIS.FRANCE> G.MEUNIER &C.MEUNIER 76 AVE. DE LA REPUBLIQUE
COPENHAGEN. DENMARK,H.ERICHSEN, CORT ADELERSGADE 12, | JOHANNESBURG, SOUTH AFRICA.NATIONAL TRADING CO. BARSDORF BLDG.
SYDNEY, AUSTRALIA, PEERLESS RUBBER SELLING CO, LTD.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I9I2 INTERNATIONAL MARINE ENGINEERING

Launching of the $6,000,000 SUPER-DREADNAUGHT ‘'NEW YORK,” October 30th, 1912; at the New York Navy Yard.

~TOCKOLITH

(CEMENT PAINT—PATENTED)

PROTECTOR 2 THE PROTECTOR

Super-Dreadnaught “New York’’—U. S. Navy

For over two decades Red Lead has been used on ships of the U. S. Navy.
The Super- Dreadnaught “New York,’ was the first ship to use a_ better
Paint on the Steel Hull below the Water Line. Painted with a Foundation
Priming, Anti-Corrosive Coating of ‘‘ TOCKOLITH.”’

Write for “TOCH’S Steel Paint Specitications”’

TOCH BROTHERS

Inventors and Manufacturers for 64 Years
of New and Better Painting Materials.

320 Fifth Avenue °"32°2"."" NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, I912

OIL BURNING ”

Without Steam or Air

AULD

‘“Quitetite Type’’

REDUCING VALVE

Accurate regulation of reduced pressure. Shuts
off ‘‘dead tight.’’ Occupies little space.

This well-known Reducing
Valve, made for so many
years by the Auld Company
of Glasgow, Scotland, is now
made in the U.S. by the
Schutte & Kérting Co. We
have already sold quite a
number of these valves
which are giving absolute
satisfaction. This valve is ex-
tremely accurate, and having
no sleeves or shifting boxes
there is no friction, therefore
no irregular working.

KORTING MECHANICAL SYSTEM

Constant reduced pressure
is maintained even with
great fluctuations in initial
pressure.

Write for Catalog 8-R.

AULD COMPANY

Atomizes the oil by mechanical means, i. e., with-
out steam or air as the atomizing medium. The
System operates smokeless and noiseless, and in-
stallations on various types of vessels, stationary
plants, ete., total over 150,000 Horse power.

Write for a copy of our new bulletin 6-0 descripiive of this system.

Schutte @ Horting Company
PHILADELPHIA, PA.

1255 North 12th St. NEw YORK, 50 Church Street CHICAGO, Security Building
Boston, 98 High Street PITISBURGH, Keenan Bldg.

PHILADELPHIA 9 PA. SAN FRANCISCO, O. C. Goeriz & Co. CLEVELAND, New England Bldg.
| | PORTLAND AND SEATTLE,, E.P. Jamison & Co., DENVER, 1710 Glenarm St.

MORISON
SUSPENSION
FURNACES

FOR MARINE ano LAND BOILERS

UNIFORM THICKNESS MADE TO UNITED STATES,
EASILY CLEANED LLOYDS BUREAU VERITAS
UNEXCELLED STRENGTH OR ANY OTHER REQUIREMENTS

MADE IN THE UNITED STATES BY

THE ContTINENTAL IRON Works

West and Calyer Streets, BOROUGH OF BROOKLYN, New York
Near 10th and 23d Street Ferries

20
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, 1912 INTERNATIONAL MARINE ENGINEERING

turleva

REG. U. S. PAT. OFF.

ON THE UNITED STATES BATTLESHIP WYOMING ARE INSTALLED

40 Hull Ventilation Fans, aggregate capacity, 218,500 CFM.
12 Forced Draft Fans, aggregate capacity, 342,000 CFM.
12 Portable Ventilating Sets, aggregate capacity 5,100 CFM.

A Total of 64 STURTEVANT Fans, with an aggregate capacity of 565,600 cubic feet per minute.

The Arkansas, a sister ship, has a similar equipment.

Sturtevant apparatus meets the rigid requirements of the United States Navy.

The Sturtevant Company are prepared to meet any and all requirements for fans and electrical apparatus for marine use.

B. F. STURTEVANT CO., Hyde Park, Boston, Mass.

Amd all Principal Cities of the World 9

ALBERCGER

Pumping and
Condensing
Equipments for

arine Service

ALBERCER PUMP AND CONDENSER
COMPANY

140 CEDAR STREET NEW YORK

21
When writing to advertisers, please «wention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

SHERIFFS : Maximum Capacity
MANUFACTURING CO. | | In Minimum Space

ESTABLISHED 1854

That's just what the Reilly Multi- °’ gona

‘ 5 j §6coil Evaporator (Navy Type) gives @ 2

Marine Machiner i because it is especially designed for

y | use aboard ship where space, accessibility for quick repairs,

f and highest efficiency are absolutely essential with greatest
# economy of fuel.

By reasons of these superior advantages, the

Reilly Multicoil Evaporator

(Navy Type)
has over a million and a half horse power to its credit afloat.
Reilly Evaporators consist of a number of spiral copper
f coils, wound to a small radius, each secured separately by
ground union joints—all metal, no brazing. The ccils are
4 arranged vertically within the shell, and can be easily
# reached by means of a sliding door to which they are
/ attached for replacing and cleaning without disturbing shell,
# piping or connections.

Write for Bulletin No. 302

Over 3,000 Sheriffs’ Propeller Wheels, made to | THE GRISCOM-RUSSELL CO.

date, of the best material and castings, give H Guecescrs to The Griscem Shencer(Goy) pas uunsell Pneine Co.
desired results. i ENGINEERS MANUFAC FURERS
Land and Marine

MILWAUKEE, WIS., U.S.A. 2124 WEST STREET BUILDING NEW YORK

POSITIVE AND RAPID BOILER CIRCULATION

Maintained by our System in Scotch, Leg and Locomotive Types of Boilers

ROSS SCHOFIELD COMPANY 39 Cortlandt Street, NEW YORK
BOSTON ENGINEERING CO. T. L. TOMLINSON E. J. CODD CO.
Boston, Mass. 244 California St., San Francisco, Gal. | Baltimore, Md.

| Detail Drawings » Four Furnace =< End Scotch Boiler
together with Diagrammatic Pipe and Auxiliary Plan used in connection with a

1250 H.P. TRIPLE EXPANSION ENGINE, WITH KEY, naming and describing every part of the engine. Price, $1.00 Postpaid.

INTERNATIONAL MARINE ENGINEERING
17 Battery Place, New York City ‘

Ww E BUILD—light—compact—durable—
accessible— sectional BOILE RS—for
all marine purposes. Our new catalogue
describes them, tells who has them, shows cuts

of more than 280 vessels we have equipped.
Let us mail you one

ALMY WATER-TUBE BOILER CO.

PROVIDENCE, R. I.

22
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, IQI2

WLS: A\
VEWABUE, SE

a 7
So TREO a3, PATENT Ot

EXTRA HEAVY

GLOBE

The most modern and thoroughly

up-to-date globe valve at present
on the market. By far the best globe
valve for marine service yet produced,
it being particularly adapted for high
pressures, also for general severe

marine work.

SOME OF OUR SPECIAL FEATURES
ARE ENUMERATED BELOW:

All castings of our special bronze mixture, made
from metal patterns on pneumatic molding ma-
chines.

All parts made with special tools, insuring ab-
solute uniformity.

Body of special rugged design; steam is not re-
tarded in its flow owing to body’s form—it is so

INTERNATIONAL MARINE ENGINEERING

{RADE MARK

The “Renewable” Mosanstt

MARINE

VALVE ==

designed that metal is distributed where most needed
for severe use.

Seat and Dise are both Renewable and extra
heavy; the bevel or taper of both is at a sharp
angle, with a very light bearing, insuring less lia-
bility of foreign matter lodging on seat when valve
is closed, also less chance of wire drawing and cut-
ting.

Seat rings are of a ‘‘Patented’’ form with special
taper seat where screwed in body. ‘This design in-
sures a perfect joint and absence of liability to
distortion from lack of care in installation or un-
equal expansion in use.

The bonnet is novel in design, having many unique
features. First, it is absol tely self-draining, there-
by eliminating all liability to freeze when used in
cold positions: has extra large and deep packing
space, gland and nut. Long thread in body, in-
suring strength and tightness.

Stems, or spindles are extra heavy, made with
large ‘““Acme’’ quick-opening threads.

Valves can be re-packed under pressure, when
wide open, as top of discs seat against bottom of
bonnet, making steam tight joint.

Handwheel is fastened to stem with hexagon nut,

and can readily be removed and replaced.

MANUFACTURED BY

STAR BRASS MFG. COMPANY

104-114 EAST DEDHAM STREET, BOSTON, MASS. Branches: NEW YORK CITY, PITTSBURGH, PA., LONDON, ENGLAND

McNAB & HARLIN MANUFACTURING COMPANY
Hydraulic Fittings ae All our Hydraulic Fittings and

Valves are made from Special
Hydraulic Metal, and we guarantee
them to stand 1,000 to 10,000 pounds
pressure per square inch.

Many years’ experience, the best
equipment and thoroughly up-to-date
methods of inspecting, testing and
finishing have enabled us to produce
perfect fittings.

Have you received a copy of our latest catalogue? If not, send for one I i
Prices furnished promptly upon application. Sales and Executive Offices

Factory and Supply Store, PATERSON, N. J. 55 John St., NEW YORK CITY

STOW MFG. C BINGHAMTON, N. Y.
+ oy
INVENTORS AND eect THE WORLD OF THE

STOW FLEXIBLE SHAFT

FOR ALL PURPOSES

oO. Our Combination of FLEXIBLE SHAFT and MULTI-SPEED ELECTRIC

MOTOR is almost indispensable on any vessel having an Electric Current, for portable
SELIG SONNENTHAL & 6 ®" DRILLING, TAPPING, REAMING, etc. It can be easily transported to any part of the

35 Queen Victoria Street same, and tepaits made in a fraction of the time required by hand. Correspondence solfcited.
London, Eng. WRITE FOR CATALOGUE AND PRICE LIST
23

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

: | MOSHER WATER TUBE
| A | | BOILERS

THE SIMPLEST AND MOST COM-
PACT BOILER MADE

| fa More than 100,000 Horsepower
| Be y | installed in U. S. Naval Vessels alone

MOSHER WATER TUBE BOILER CO.

30 Church Street, New York

. E. P. JAMISON & CO., Pacific Coast Representatives

U. S. S. MAYFLOWER Seattle Tacoma Spokane Portland
The Private yacht of the President of the United States, fitted with 3000 H. P. of Mosher Water Tube Boilers San Francisco Vancouver, B. C.

Third Edition of This book is written for
Marine Engineers and Students

@
Practical T is devoted exclusively to the practical side of Marine

Engineering and is especially intended for operative

@
M a ri n e engineers and students of the subject generally, and partic-

ularly for those who are preparing for examinations for Marine

E n in e er Ss n Engineers’ licenses for any and all grades.
i | The book is illustrated with nearly four hundred and fifty diagrams and cuts made especially for
: the purpose, and showing the most approved practice in the different branches of the subject. The
with additional ch apters on text is in such plain, simple language that any man with an ordinary education can easily understand it.

Price, $5.00 (21/-)
Internal Combustion Engines FOR SALE BY

Steam Turbines Oil Fuels INTERNATIONAL MARINE ENGINEERING
Marine Producer Gas Plants | 17 Battery Place, New York 31 Christopher St., Finsbury Square, E. C., London

The Babcock & Wilcox Co.

NEW YORK and LONDON

Forged Steel
Marine Water-Tube Boilers

and

Superheaters

for
Naval Vessels Merchant Steamers

Ferry Boats Yachts and Dredges

These boilers hold the record for economy, capacity

he B ay a
and endurance in the Navies of the World. e
They have shown the same characteristics in the rt
Merchant Marine. Babcock & Wilcox Boilers and : :
Superheaters in one vessel are saving more than 15 per Ms

cent. over Scotch boilers in sister vessels.
Of All Types

Is a reduction in your coal bill of any interest to
you? :
Babcock & Wilcox Boilers have all essential parts ‘| Centrifugal Pumping
heavier ue ComeSponcling pats aa Scotch jottenss, : Machinery
giving greater security against corrosion. They are
lighter, safer, easier to clean and to operate than Scotch

boilers, and much more efficient.
We “are constantly receiving “‘repeat orders’? from B K l N G S F O RD F O U N D RY
owners of merchant vessels who have had many years’ ef A iY D MAC Hi Ni E Wwo R KS

satisfaction from the earlier installations.

Write us for details OSWEGO, N. Y.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, 1912 INTERNATIONAL MARINE ENGINEERING

THE IDEAL STEAM TRAP

: « Perfection of design, carefully selected material,
thorough workmanship; these are the elements that
combine to make the Ideal Steam Trap all that its
name implies.

Its money saving quality, through prevention of
waste, commends it to the owner; while its freedom
from troublesome breakdowns commends it to
the engineer.

These are some of the reasons for its selection for
use on the largest battleship known as well as for
smaller vessels.

For this trap no pressure is too high, no amount of
water to be discharged too great.

Write us for further wmformation as to the ability of the Ideal Trap to do your work.

TILLOTSON HUMIDIFIER CO.
78 FOUNTAIN STREET

25
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I9I2

FOR CLOSE REGULATION
SPECIFY

LYTTON
Siay-Pul Reducing Valves

Shuts off when
Consumption Stops.

Reduced pressure
can be changed
while in operation.

Send for Bulletin No. 4

LYTTON MANUFACTURING CORPORATION

Makers of Lytton Marine Traps
Reducing Valves and Blow-off Valves

Main Office and Works: FRANKLIN, VA.

REFLEX WATER GAGES

Used on all types of boilers by all
the Principal Navies of the World

“THE WATER SHOWS BLACK”

ADVANTAGES :

Quick and reliable observation of the water
level. Safe, sure and durable at high pres-
sures. Not affected by cold air drafts. Most
effective protection against injuries to boilers
and workmen. Easily applied to all types
of gauge glass fittings.

When filled with WATER the Reflex Gage
always appears BLACK. When empty it
instantly shows WHITE. No mistake pos-
sible. This feature alone is worth many
times the cost of the Reflex.

Send for catalog of Water Gage Apparatus.

MANUFACTURED BY THE

JERGUSON GAGE & VALVE CO.
504 Broad Building, BOSTON, MASS.

BLAKE
PUMPS

NAVAL AND
MERCHANT
MARINE

are the standards of
the world.

They are installed
on the largest and
swiftest vessels.

Full information as
regards sizes, specifi-
cations, etc., for any
pumping service can
be had upon applica-
tion.

Send for Catalogue BK106-43 -}

THE BLAKE & KNOWLES STEAM PUMP WORKS

WORKS: EAST CAMBRIDGE, MASS.
MARINE DEP’T: 115 BROADWAY,N. Y. CITY, N. Y.
B 10.2

The Parsons Marine Steam
Turbine Co., Ltd.

TURBINIA WORKS

Wallsend-on-Tyne

England

Total Horsepower of Parsons
Marine Steam Turbines,
built and under construction,
Is approximately 8,211,000.

OFFICE: 97 Cedar Street, New York

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, 1912 INTERNATIONAL MARINE ENGINEERING

ISHERWOOD SYSTEM

SHIP CONSTRUCTION

MEANS
Increased Strength
Increased Capacity for Bale Goods
Increased Deadweight Carrying Capacity
Improved Ventilation
Reduced Cost of Maintenance
Reduced Vibration

224 Vessels, representing about 1,000,463 Gross Register Tons
Building or Under Construction
91 BUILDERS—77 OWNERS

Oil Tank Steamers a Specialty

70 Bulk Oil Carriers, representing about 363,500 Gross Register
Tons, Built and Being Built

INCLUDING

Several Steamers eacn to carry 15,000 Tons Deadweight

SEND FOR PARTICULARS TO

J. W. ISHERWOOD

4, LLOYD’S AVENUE, LONDON, E. C.
Tel. Add. ‘‘Ishercon, London’”’
: OR TO |
: S.C. CHAMBERS & COMPANY, 3, KING STREET, LIVERPOOL

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, I912

CEDERVALL’S PATENT

PROTECTIVE
LUBRICATING BOXES

Permanently stop all leaks of J For Propeller Shafts

> Section of New
[Qs Adjustable Box

steam, water, fire or oil; proved

Shaft running in
Oil, consequently

by years in use. | i Z Wy os

New illustrated instruction book No. 12 free.

SMOOTH-ON/= rik
~~ ton of Exported to all Parts of the World. ™*” °°
F ¢. C 0 Mo S / These Boxes have been Highly Satisfactorily Applied to Men of War

of several Nations and Merchant Steamers (with Shafts ranging from

JERSEY CITY, N. J. U f 3-inches to 1814-inches in diameter.)
Sep 0

Old"Stern Tube Arrangements can be altered for application
of this Lubricating Box at a very Nominal Cost.

oma ae
Be ey LLLIZIL SS
¥ 2

231 N. Jefferson Street,
Chicago

Manufacturers
36 Sacramento Street

den Banaue mss | F. R. CEDERVALL & SONER
. GOTHENBURG, (SWEDEN)

8 White Street,

Moorfields, E. C. AGENTS:—England, East Coast: Jos. Johnson, Newcastle-on-Tyne.

Mg , England, West Coast: Maxton & Sinclair, Liverpool. Scotland and Ireland:

London : John C. Kincaid & Co., Ltd., Greenock. Bergen:C. Dahm. Haugesund:
Fritjof Eides Eftfg. Stavanger: D. Balchen.

THE STEEL TUBE—THE MODERN BOILER TUBE

SPELLERIZED STEEL LAP-WELD BOILER TUBES.
SHELBY SEAMLESS COLD-DRAWN STEEL. BOILER TUBES.
SHELBY SEAMLESS HOT-ROLLED STEEL BOILER TUBES.

@ The SPELLERIZED STEEL BOILER TUBE is made by roll-knobbling the steel while hot. This working
of the metal has the effect of making the structure more dense and more homogeneous. An internal hydrostatic
pressure test of 500 to 1,000 pounds, according to the size, is applied to each tube.

@ SHELBY SEAMLESS COLD-DRAWN STEEL BOILER TUBES are entirely seamless, and are made
from a special steel that gives great strength, combined with the proper elastic limit and elongation. These
tubes are tested with 1,000 pounds internal hydrostatic pressure, and the regular manipulation tests.

@ SHELBY SEAMLESS HOT-ROLLED BOILER TUBES, since being placed on the market, have been
a decided success. These are also subjected to the regular manipulation tests and 1,000 pounds internal
hydrostatic pressure.

qg A new book—THE MODERN BOILER TUBE—is just off the press. If you are interested in this

subject, ask for a copy.

General Sales Offices :

National Tube Company Frick Building, PITTSBURGH, PA.

District Sales Offices: Atlanta Boston Chicago Denver New Orleans New York Philadelphia Pittsburgh St. Louis St. Paul Salt Lake City

Pacific Coast Representatives: U.S. Steel Products Co., San Francisco Seattle Portland Los Angeles,
Export Representatives: U. S. Steel Products Co., New York City.

London Office: 36 New Broad Street, E. C.
28

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

DECEMBER, 1912 INTERNATIONAL MARINE ENGINEERING

DREDGING PLANT,

FLOATING CRANES,

COAL BUNKERING VESSELS.

x e =: —— - ~~

Apply tO «a.

WERF GUSTO
FIRMA A. F. SMULDERS,
SCHIEDAM (HOLLAND. )

Sole Agency for the United Kingdom
ANDERSON RODGER
38 Victoria Street, Westminster, S. W.

Telegrams:
** ASMULDERS, SCHIEDAM.’’

f if

Sea-Going Twin-Screw Combined Suction and Bucket Dredger “‘Hsin Ho.”
Supplied to the Chinese Government

16S CHEE 6 GREETS GN CREEEED GD GS 0 D0 GD GEESE @ Clee Lc
The Winch is FOR SALE. As supplied to
known for its Austrian

excellence THE AMERICAN RIGHTS Lloyd,

throughout foi LHS MANGTRCtURS John Brown
the United . and supply of the . (o.,
Kingdom, and Canadian

we DAVID WILSON PATENT NOISELESS WINCH. "=

cribed in the Can. Pac. Rly.,
Shipbuilding & Cammel Laird,
Enginee ing Denny Bros.,
Journals as an Earls, Hull,
indispensable F. H. Powell
part of the C0.,
equipment of Gt. Cent. Rly.,
every high- Grand Trunk,
class steamer. Italian Gov.,

Johnston Line,
New Zealand
Co.,

Rankin Black,
Vicker Maxim,

It reduces

fric.ion, works
silently under
all conditions.

No cost for Shire Line,
repairs; no Swan, Hunter
broken teeth. Co.,

— Russell Co.,
Can be applied Workman &
to any For further particulars apply . . Clarke,
ordinary DAVID WILSON PATENT NOISELESS WINCH CO. Belfast,
winch. 21, Water Street, Liverpool. Ete,

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DrcEMBER, 1912

yoann SS ae

GREENWOOD & BATLEY,

LEEDS. | LIMITED,
Engineers & Machine Cool Makers.

De Laval Steam Turbines,
Turbine-Dynamos, Turbine-Pumps,
and Turbine-Fans. _

| FOR MAR | N E AN D 2 UNEQUALLED FOR SHIP LIGHTING. al
aan Compact. Light. Efficient. Rellable. Y
PLAN | vy oe Write for Catalogue— aaa
No. 13.—General description of De Laval Turbine. |
No, 14.—Turbine-Motors, ; }

| a. } No. 15,—Turbine-Dynamos and Alternators.
CONTRACTORS 10 | Seat

ITALIAN NAVY

Deck Pillars, Boats’ Davits,

Masts, Defence Booms, Derricks,

MADE OF MANNESMANN
WELDLESS STEEL TUBES.

LIGHT, RELIABLE, ECONOMICAL SUBSTITUTES

for Solid Articles.
COMPLETE TAW-BOATS, FISHING BOATS,

OR COMPLETE PROPELLING PLANTS FOR
THE SAME, AND FOR CARGO BOATS,
COASTERS, SUBMARINES, TORPEDO
BOATS, ETC.

ING.P. KIND&a®
TURIN ITALY

Highest Awards at Franco-British Exhibition.. ;

THE BRITISH
MANNESMANN
TUBE Co. LTD.

SALISBURY HOUSE,
LONDON, E.C.

Works: LANDORE, R.S.0., South Wales.

30 | a
Whet. writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. ai er

DECEMBER, 1912 . INTERNATIONAL MARINE ENGINEERING

& 60 Grand Prix

_ UUs | Naval Exhibition
: Bordeaux, 1907.
| cea

TRADE MARK:

Observatory Works, hn . i
CRAYFORD, LONDON. | HEZZANITH

ESTABLISHED 1845.

Cables and Telegrams: ~ Codes: Gold Medal : cre
An.Ann » Engine R Tel ho A t < Best ti
Poraris, LONDON. ABC 5th Ed. Naval Exhibition | sees in roe ae ue rin oe ty.
HEATH, CRAYFORD. “ Hezzanith.” | ngine Room, Docking an eerin
pate London, 1905. Telegraph Apparatus of Best Quality.

‘‘Hezzanith” Binoculars. CATALOGUES FREE ON APPLICATION.

SEXTANTS of every description
WITH OR WITHOUT KEW CERTIFICATES.
Specially made to meet the requirements of ayy» Naval Officer
or Nautical Academy.

“OH h” Note the new patent ‘‘ Semper Paratus””. Endless
ezzanit ‘*Hezzanith’’ Mark I. “© Hezzanith’’ Mark II. Tangent Screw.

Sounding Machines. Patent Binnacles and Compasses. Instantaneous. Accurate. Simple. Reliable. Guaranteed.

Please specify ‘‘HEZZANITH” Instruments in Outfits and Replacements.

DEXINE

ESTABLISHED 1895,

DIRECT LIFT VALVES.
VALVES FOR ALL DUTIES.

Made in all Shapes and for all Temperatures.
Retains the Vacuum better than any other make.

DURABILITY. EFFICIENCY.

HO
————<— j=

MODERN SHIP HEATING |
and

OM WATER: SUPEEIES:

First Cost should
Appeal to You.

Upkeep Cost will
8

Enlighten You.

Standard of Comfort will
Surprise You.

If installed by

ASHWELL & NESBIT, Ltd.

London, Glasgow,
Manchester and Leicester.

OGRD 0 GEEEASESD 0G GRE GD 0 GAMEEED 0 GED
31

When writing to advertisers please mention INTERNATIONAL MARINE ENGINEERING.

= \

You have no doubt trouble with your
Pump or Condenser Valves.

The Dexine Patent Packing & Rubber Co. Ltd.

STRATFORD, LONDON.

Telephone : ; Telégvams : .
355 STRATFORD. ‘“DEXINE, STRATFORD, LONDON.”’

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

KRAJEWSKI-PESANT CORPORATION—Habana, Cuba

HAVANA IRON WORKS
HABANA STEEL FLOATING DRY DOCK 5,600 TONS LIFTING CAPACITY

<
Zz
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< S)
a3 fe)
5 =
< 12)
6 ow
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2 0
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OUR MARINE IRON WORKS operating in combination with the Steel Dock are equipped with Large Machine, Foundry, Smithy, Boiler, Carpenter,
Compressed Air and Oxy-Acetylene Departments. All classes of Marine Work can be handled in the quickest possible manner and at a reasonable price.

NOW READY 3rd EDITION

MACHINE TOOLS | «tye MARINE STEAM TURBINE?
FOR SHIPYARDS AND (| chmstneCecocchoasice tiiceeecienecncnseterne

Parsons and Curtis type Marine Turbines, together with

MARINE ARSENALS Rete te Ec vos yen

Marine Engineers and Shipyard Officials furnished on request @th Edition. NOW ON SALE. Price 10/6 net.
with our book “Ship and Navy Yard Equipments” 66 VERBAL”? NOTES & SKETCH ES
FOR MARINE ENGINEERS.
NILES-BEMENT-POND CO so ase Haine
e By J. W. SOTHERN, M.I.E.S.
111 BROADWAY, NEW YORK Author, ‘‘ Marine Indicator Cards,” etc.
ENLARGED, RE-WRITTEN AND RE-ILLUSTRATED,

25 VICTORIA STREET, LONDON Acknowledged to be the most practical book published on Verbal and Elementary
Questions; is also invaluable as a general reference work for Marine Engineers o!

all grades.

ASPINALL’S patent “MARINE ENGINE GOVERNOR

PREVENTS RACING AND BROKEN SHAFTS.
Adopted by all the Leading Lines, including—

\2 ih |

P. & O. Co. Pacific S. N. Co. Compagnie Generale Austrian Lloyd.

Union Castle. Royal Mail S. P. Co. Transatlantique. Southern Pacific Co.
Gunard. Hamburg-American. Compagnie Nippon Yusen Kaisha,
White Star. North German Lloyd. Generale Italiana. etc., etc.

Fitted to over 2,0@QO Modern Steamers.
Including the First Big Ocean-Going Motor Vessel

** SELANDIA”

TELEGRAMS: ‘‘ VELO, LIVERPOOL. ’ FOR PARTICULARS APPLY TO

ASPINALL’S PATENT GOVERNOR CO., 7, Strand Street, LIVERPOOL.

AGENTS: GLASGOW—A. BROWN & Co., 233, St. Vincent St.; NEWCASTLE-ON-TYNE—-H. M. WILSON. Baltic Chambers, Quayside ;
LONDON and SOUTHAMPTON -C. CLIFFORDE PERKINS (Lester & Perkins), 6, Billiter St., London, E.C.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I9I2

INTERNATIONAL MARINE ENGINEERING

POCAHONTAS FUEL COMPANY

No. 1 BROADWAY, NEW YORK

Sales Department of the Pocahontas Consolidated Collieries Co., Incorporated
MINERS, SHIPPERS, EXPORTERS AND BUNKER SUPPLIERS OF

‘““ORIGINAL POCAHONTAS’? COAL

We Ship from 22 Mines in the Pocahontas Field
Shipment, 83,000,000 Tons per Annum by All Rail, Tidewater and the Great Lakes

LARGEST PRODUCERS OF SMOKELESS COAL IN THE UNITED STATES

The average analysis made by the United States Government of 43 samples of “ORIGINAL POCAHONTAS” coal, taken from
cargoes furnished by the Pocahontas Fuel Company, was as follows:

Fixed Carbon 74.81 per cent
18.88 8 P. F.C
67 aA . F.C.
se ORIGINAL POCAHONTAS

P. F.C. Volatile Matter
4.19
-8

REGISTERED SIGNAL SES) a!
Hampton Roads Moisture e ; 5 OO Trade Mark
Total -« . 100.00 sf
British Thermal Units - 15003

This coal is marketed under the brand of ‘‘Original Pocahontas.’’ The first shipments of coal from the Pocahontas Field were made from the mines
of the Pocahontas Consolidated Collieries Co., Inc., at Pocahontas, Virginia, in 1882, which mines have since continuously and are
now mining the No. 3 vein and are shipping the highest grade of Pocahontas coal.

LARGEST EXPORTERS OF SEMI-BITUMINOUS COAL IN THE UNITED STATES
Cable Address: ‘‘Pocahontas.’’ Codes: Watkins’; Scott’s 10th; A,B,C 4th and 5th; Western Union and Lieber’s
No. 1 BROADWAY, NEW YORK

Branch Offices:—Bluefield. West Virginia, Pocahontas Buiidlng, Norfolk, Virginia, 117 Main St.
Chicago, Illinois, Fisher Building, Cincinnati, Ohio, Traction Building.

Boston, Massachusetts, Board of Trade Building.
Agents and Distributors in New England:

New England Coal & Coke Co., 111 Devonshire Street, and Everett Dock, Boston, Mass.
Distributing Wharves;—Great Lakes—Sandusky, Ohio, and Toledo, Ohio

Tidewater Piers:—Lambert Point. Newport News and Sewall’s Point, Norfolk, Va.
Tugs Bunkered at City Piers, Norfolk, Virginia.
London Agents:—Evans @ Reid, Ltd., 101 Leadenhall St., London, E. C., England
Henry Coe & Clerici, Agents in Italy, Piazza S. Matteo 15, Genoa.

ISAAC T. MANN CHARLES S. THORNE THOMAS F. FARRELL ARTHUR J. MacBRIDE GEO. W. WOODRUFF
President Vice-President General Manager Ass’t Gen’l Manager Treasurer

POCAHONTAS FUEL CoO., No.1 Broadway, New York City, U.S.A.

Arar

Ve AAA fo

CALLENDER’S
BITRUBOL

PAINT

Specialities :—Passenger and Cargo Steamers for the Amazon and
all kinds of Light Draft River Steamers, Tunnel Boats, Sternwheelers,

STANDS VIBRATION AND EXPOSURE TO SEA-SPRAY.

EFFECTUALLY PREVENTS CORROSION.
PROOF AGAINST ACIDS AND ALKALIES.
WILL NOT CRACK OR FLAKE.
BEST FOR YACHTS.
UNAFFECTED BY SEA-WATER.
LARGE COVERING CAPACITY.
PROTECTS STEEL OF SHIPS, PIERS, PONTOONS, Etc.
UNRIVALLED FOR TANKS, COAL BUNKERS, STEEL DECKS.
IN DRUMS ano CASKS. PACKAGES FREE.

Send for Booklet M to

George M. Callender & Co., Ltd.

Telssame: 95, VICTORIA ST., LONDON, S.W.

QUARRIABLE, LONDON.

Tugs, Launches, Lighters, Engines and Boilers, also Dredges for Mining
and Harbour work.

A large number of vepeat orders received foy Passenger Boats
for the Amazon, and other places.

Between 30 and 40 Gold, Tin and Platinum Dredges supplied to
all parts of the World. These hold the record for the lowest working
cost, greatest number of hours worked, and lowest cost of repairs.

Repeat orders received from all parts of the World owing to
successful working, in spite of a protective duty of 45%.
WRITE FOR ILLUSTRATED CATALOGUE.
Telephone No. :— Telegraphic Address :—
3418 LonDON WALL. ‘““ EMBEDDED, LONDON."
Codes used :—A B C 5th edition, Liebers, Bedford McNeil.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

BATH IRON WorKS || FORE RIVER
ee SHIPBUILDING Co.

BATH, MAINE Established 1884. Incorporated 1904.

Shipbuilders and Engineers Shipbuilders and Engineers

| War and Merchant Vessels
LICENSEE FOR “0 Curtis Marine Turbines
Parsons Marine Turbines Holland Submarine Boats

Normand Express Water Tube Boilers

Particular attention given to high speed requirements
Estimates furnished

Office and Works: QUINCY, MASS., U.S.A.

~] Your Ship Coming
to Puget Sound?

You'll find there one of the best

equipped plants for handling

large repair work. All sorts of
ae} Marine Installations.

12,000-Ton Floating
Drydock now under
construction—the larg- |

‘TURBINE STEAMSHIPS YALE AND HARVARD ; Te est on the Pacific Coast.
W. & A. FLETCHER CO. | | seatrie constRUCTION & DRY DOCK CO.
PARSON’S MARINE TURBINES Successor to The Moran Company
Marine Engines, Boilers and Machinery of all Kinds

SEATTLE, U.S. A.

Contractors for Vessels Complete. HOBOKEN, N. J-

Only, Dry Dock on Atlantic Coast

SOUTH OF NEWPORT NEWS

4500 TONS LIFTING CAPACITY
Two Marine Railways—One 1200 Tons, One 500 Tons
All kinds of Repairs done with despatch. Constant working force of 300 men

MERRILL-STEVENS COMPANY, Jacksonville, Fla.

Newport News Shipbuilding & Dry Dock Co.

WORKS AT NE ogee NEWS, VA. (00 Hampton Roads)

Equipped with three large Basin Dry Docks of the following dimensions: HOPS are equipped with modern machinery capable of doing
Now No. 2 Now's the largest work required in ship construction. Tools driven
Length on Top ...........---. +005. 610 feet. 827 feet. 558 feet. by electricity and compressed air used in constructing and repair-
we a TOP 19:9 ORECBO OG ROG G00 ei < ov ‘ rae - ing vessels. For estimates and further particulars address
HELIN Gist WORN o.oa0c.00000000 0000 x
Draught of Water over Sill..... Slane Me SOs os A. L. HOPKINS, Vice-President, 30,Church Street, New York

TIETJEN c& LANG DRY DOCK CO.

HOBOKEN, N. J.
Nine Dry Docks : 600, 800, 1,000, 1,200, 1,400, 1,800, 2,000, 6,000, 10,000 Tons

General Repairs on Wooden and Iron Vessels

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I912

THE BRIDGEPORT

INTERNATIONAL MARINE ENGINEERING

“A MOTOR THAT MOTES”

BRIDGEPORT MOTOR COMPANY

WE SELL ALL BOOKS ON MARINE ENGINEERING NOT OUT OF PRINT

INTERNATIONAL MARINE ENGINEERING

London: Christopher Street, Finsbury Square, E. C.

The Propeller

Send for ‘‘Motor Facts.’

BRIDGEPORT, CONN., U.S. A.

New York: Whitehall Building, 17 Battery Place

is the Most Important Part of Your Boat
THE BEST IS NONE TOO GOOD

ADJUSTABLE PITCH and REMOVABLE BLADE PROPELLERS
WILLIAM T. DONNELLY, 17 Battery pice New pork

WRITE FOR CATALOGUE

MARINE ENGINE DESIGN

Including the Design of Turning
and Reversing Engines

By E. M. BRAGG

Assistant Professor of Marine Engineering and Naval
Architecture, University of Michigan

CONTENTS

The Heat Engine. Calculations for Cylinder Diameters and
Stroke. Strength of Materials and Factors of Safety. Cylinders.
Pistons. Cylinder Covers. Calculations for Cylinders and Pistons.
Maximum Load on Reciprocating Parts. Piston Rods. Allow-
able Pressure on Bearing Surfaces. Crosshead Blocks. Slipper.
Calculations for Piston Rod, Crossman and Slipper. Connecting
Rod. Crank Shaft Formula. Lloyds’ Rules for Shafting. Bureau
Veritas Rules for Shafting. American Bureau of Shipping Rules
for Shafting. Crank Shaft Proportions. Maximum Loads on
Main Bearing. Engine Bed. Main Bearing Caps. Engine Frame.
Calculations for Crank Shaft and Main Bearings. Steam Speeds
and Valve Diagrams. Location of Center Links of Cylinders.
Calculations for Steam Speeds, Valves, Receiver Pipes and Dis-
tance between Cylinder Centers. Piston Valve, Slide Valves and
Valve Gear. Calculations for Drag Rods, Eccentric Rods, Links,
Eccentrics, Eccentric Straps and Reverse Shafts. Turning Engine
Design. Reversing Engine Design.

175 Pages. 4%x7%. Illustrated. Cloth, NET, $2.00
FOR SALE BY

International Marine Engineering

Whitehall Bldg.,17 Battery Pl. Christopher St., Finsbury Sq.
NEW YORK CITY LONDON, E. C.

THE CHarRces Warp

The Mountaineer. 70-ft. passenger boat, 125 H.P. Standard engine
wner, Lake Champlain Transportation Co.

DEVELOPMENT

Your money is saved in a thousand and one ways in

The Standard Engine

by its careful development of details. It is this high stage
of development reached after years of hardest service that
makes the STANDARD what it is,—a simple, practical,
smooth-running unit—doing the greatest amount of work on
the least amount of fuel and with the lowest upkeep cost.

The STANDARD is a heavy duty engine in the fullest
sense — large bearing surfaces and minimum bearing pres-
sures, positive oiling, simple ignition, easy adjustments, etc.

You ‘can appreciate what this means in returns
to you—GREATER PROFITS.

Increase your profits—write to-day for treatise catalogue.
Back of the STANDARD guarantee is the

STANDARD MOTOR CONSTRUCTION COMPANY

ENGINEERING Works

CHARLESTON, WEST VIRGINIA

WATER TUBE BOILERS, MARINE ENGINES
LIGHT DRAFT RIVER STEAMERS
YACHTS

Steel Boats for Export, “Knock-Down’’ or Sectional

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

“WOLVERINE”

The Motor with the Bore and Stroke

FIRE EXTINCTION
FUMIGATION

It is possible to equip your launch, tug, schooner ‘4 No Damage to Cargo
or cruiser with a Heavy Duty Engine that will

ke it absolutel liabl d a money-maker. : AE ;
SES Th NEMS Somers Y Grimm Sulphur Dioxide Gas Machine.

Fuels—Kerosene (Paraffin), Gasoline (Petrol), “ : an :
ehaiesa Teoria: Enc, INUIT TO. A “Clean Bill of Health’—No Rats or vermin.
“WOLVERINE” Engines have an extensive use in countries

where lighter oils are hard to procure and prohibitive because O 60
of high price. The heavier oils give excellent results. Used by American Hawaiian, Panama, Hamburg-

American and others.

Full particulars on request.

Apparatus simple, economical—easily operated.

Catalog No. 73 contains full information.
Yours for the asking.

WOLVERINE MOTOR WORKS

Bridgeport, Conn., U. S. A. Fumigating & Fire Extinguishing Co. of America
(Formerly Grand Rapids, Mich.) 29 BROADWAY, NEW YORK.
British Agents: Archibald Low & Sons, Ltd., Glasgow.

It Will Pay

You to be Represented

. . - The Exhibition Department of the BOURSE
presents an opportunity to Marine Engine and
Boat Builders to maintain a permanent exhibit in
the business center of the city, where they will
come in contact with Buyers from all over the
country. Address...

THE BOURSE, Phila.

IN THE BUSINESS CENTER

MIETZ @ WEISS

OIL ENGINES

Reversing Gear Type, 2-60 H.P. Reversible Type, 75-600 H. P.
Simplest, Safest and Most Reliable and Economical Marine Engines on the Market

Use Kerosene, Fuel Oil, Crude Oil, and Alcohol
200,000 H. P. IN OPERATION

100 H. P. engine using three-cent-per gallon fuel, saves over gasoline at nine
cents per gallon, about $1,800.00 per year, which represents a capital of $36,000.00
at 5% interest. The same saving can also be had over a steam plant of the same
capacity.

SEND FOR CATALOGUE

A. MIETZ, 130 Mott St., New York

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, 1912

INTERNATIONAL MARINE ENGINEERING

RAILWAY DRY DOCKS

DESIGNED AND BUILT FOR ALL CLASSES AND TYPES OF VESSELS, TIMBER AND STEEL CONSTRUCTION

THE CRANDALL ENCINEERING COMPANY
Formerly H. |. Crandall & Son Co.

EAST BOSTON, MASS.

HAMMERED

FORGINGS

MARINE AND
MISCELLANEOUS

ROUGH, SMOOTH OR MACHINED

Since the founding of this business 88
years ago we have always maintained the
highest standard of workmanship. Our
product is acknowledged by the marine
trade the best that can be turned out.

B Asaa 4 Aone Send Sketch for Estimate. Delivery as Promised.
This will identify our Subscription Manager )

Satisfaction Guaranteed
Mr. H. N. DINSMORE
who is authorized to take subscriptions in any part of the United
ATKINSON-FRIZELLE COMPANY

States, Canada and Mexico, to collect the money due for new sub-
CASTLE POINT DOCK 50 CHURCH STREET

Scriptions and renewals, and to receipt for them in our name.
His mail should be sent to 37 West Tremlett Street, Boston, Mass.
International Marine Engineering HOBOKEN NEW YORK
17 BATTERY PLACE, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, IQI2

The ALLEN DENSE-AIR

ICE MACHINE

contains no chemicals, only
air at easy pressure (65
lbs.), in pipes. It is placed
in the engine room and
attended by the regular
engineers, while meat room
and ice-making box and
galley and pantry refrig-
erators are at their usual
places.

Steam Yachts

Electra, Nourmahal, May,
Josephine, Virginia,
Thespia, Dorothea, Felicia,
Aloha, Attaquin, Nydia,
Alcedo, Enterprise, Alvena,
Margaret, Kenawha, Pan-
tooset, Rheclair, Aztec, Lorena, Constant, Riviera,
Czarina, Rambler, Apache, Dreamer, Emrose, Sultana,
Visitor II.

More than 250 are in active service on U. S. and foreign men-of-
war, steam yachts and merchant steamers in the tropics.

H. B. ROELKER

41 Maiden Lane, New York

“DURABLE” WIRE ROPE
FOR MOORING,
TOWING HAWSERS,

SHIP’S RIGGING,
AND SIMILAR PURPOSES

This wire rope is made of selected steel, and each strand: is
separately served with a specially prepared hemp marline.

It combines the pliabil'ty and wearing surface of hemp or Manilla
ropes with the strength of ordinary wire rope, avoiding the
disadvantages of both, and being far more durable and economical
than either.

Full detailed information upon application.

DURABLE WIRE ROPE CO.

93 PEARL STREET, BOSTON, MASS.

THE ONLY STANDARD AMERICAN
CLASSIFICATION OF SHIPPING

Has authorized
agents in all the
Principal Ports of
the world to protect the
interests of its patrons.

Vessels built under
its rules or holding
certificates of class or
seaworthiness in this

BP Record of Shipping
PUBLisHeD BY will, with their cargoes,
AUTOR Spiers insure at the lowest

rates.

Office, 66-68 Beaver Street, New York

ST. JOHN PACKING wus maxe your
PISTON STEAM TIGHT

CYLINDERS

REBORED

WITH
: PORTABLE
4 | TOOLS

E, J. ROOKSBY @ CO.

1046 RIDGE AVE. PHILA., PA.

Detail Drawings
Four Furnace Single End Scotch Boiler

together with

Diagrammatic Pipe
and Auxiliary Plan

used in connection with a

1250 HH. P. TRIPLE EXPANSION ENGINE

WITH KEY
Naming and Describing Every Part of the Engine.

Price, $1.00 Postpaid

INTERNATIONAL MARINE ENGINEERING

17 Battery Place, NEW YORK CITY
31 Christopher Street, Finsbury Square, London, E. C.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, IQI2

THIRD EDITION OF

PRACTICAL
MARINE
ENGINEERING

with additional chapters on

Internal Combustion Engines
Steam Turbines Oil Fuel
Marine Producer Gas Plants

This book is written for

MARINE ENGINEERS AND STUDENTS

T is devoted exclusively to the practical
side of Marine Engineering and is espe-
cially intended for operative engineers and

students of the subject generally, and partic-
ularly for those who are preparing for exam-
inations for Marine Engineers’ licenses for
any and all grades.

PART [.—Covers the practical side of the sub-
ject, giving a great deal of detail regarding marine
engines and all that appertains to them, together
with much information regarding auxiliaries.

PART [I].—Covers the general subject of calcu-
lations for marine engineers, and furnishes assistance
in mathematics to those who may require such aid.

PART III.—Covers the latest and best practice
in Internal Combustion Engines, Steam Turbines,
Oil Fuel and Marine Producer Gas Plants.

The book is illustrated with nearly four hundred
and jijty diagrams and cuts made especially for the
purpose, and showing the most approved practice in
the different branches of the subject. The text is in
such plain, simple language that any man with an
ordinary education can easily understand it.

Price, $5.00 (21/-)

FOR SALE BY

International
Marine Engineering

17 Battery Place, New York, U.S. A.

31 Christopher St. Finsbury Square, E. C., London

INTERNATIONAL MARINE ENGINEERING

DUVAL METALLIC PACKING

is a woven pack-
ing made of fine

white alloy wire
accurately plaited
in square form.
Ihe 1S
adapted for su-
perheated steam
and high pressure
steam and water.

especially

Easily first
among packings,
as are

FOSTER SUPERHEATERS

among superheaters.

POWER SPECIALTY COMPANY

NEW YORK BOSTON

CHICAGO PHILADELPHIA SAN FRANCISCO

CARELS FRERES
GHENT, BELCIUM

BUILDERS OF

Carels Marine Oil Engines
300 to 6000 H. P.

W.R. HAYNIE,
30 Church Street

U. S. REPRESENTATIVE
New York

LIDGERWOOD

SHIPS WINCHES and STEERING ENGINES

IMPROVED DESIGNS
Built on duplicate part system

STANDARD WOOD & IRON
Friction Winch

WITH IMPROVED LEVER
ARRANGEMENT

More than 34,000 engines and electric hoists in use

LIDGERWOOD MFG. CO., 96 Liberty St, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

UE MET can AR ee ee Ul OR UR RR tents ee eee De

Completed lock ready for withdrawal of piling and at the time the United States Government was testing the tightness of lock gates preparatory to acceptance.

BULLETIN No. (03 NOW READY!
“The Cofferdam for the Government Ship Lock at

Black Rock Harbor’”’

This bulletin on the greatest steel sheet piling
work ever undertaken, describes in minute
details every stage of the cofferdam work, from
the preliminary piling tests to the pulling of
the piling after the completion of the lock.
The engineering features of this work as dis-
cussed herein offer interesting and useful
hints to every engineer or contractor who may
have occasion to use steel sheet piling. The
chapters containing reports on installation
and tensile tests under government super-
vision further show conclusively why Lacka-
wanna Steel Sheet Piling enjoys unquestioned
supremacy where great strength and easy
driving are essentials.

Altogether, this bulletin is important
enough to warrant most careful reading, so
send your address for a free copy.

[ACKAWANNA STEEL (OMPANY

Bulletin No. 103

The Cofferdam for the Government Ship Lock
at Black Rock Harbor

August, 1912

Am extincertes discussion of this rreot werk, based upon Government records, articles
ie Exgiaseriag News and Engineering Record, 6stt by MacArihar Bros, New York ond
sa, Consalting Col Enclacers NOY,

Chicape, and reports of Contling Boardman, Com:

pilt
tes, preparatory (6 acceptance.

d nsisted, the coffendant

Buffalo, N
puddle structure ex
‘Phe Shipy Canal for
Government project, estinated co:
to take luke vessels a the
Niagara River, and to
York State Barge Canal a
imifex north of the lock site, 1
a fall of 5 fect of water betwo
Niagara River.

On account of uoustully large dimensions and

ect piling wall, which
is the langest piling construction on) recon’
192,000 pounds of 15-inch’ 40-pound, channels,

General Sales Office and Works: Lackawanna, N. Y.
NEW YORK BUFFALO PITTSBURGH CINCINNATI DETROIT ATLANTA
PHILADELPHIA CLEVELAND CHICAGO ST. LOUIS SAN FRANCISCO

BOSTON

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I9I2

DECEMBER, 1912

BUYERS’ DIRECTORY

ACCESSORIES, BOAT—See BOAT ACCESSORIES.

ACETYLENE LIGHTING SYSTEMS.
Milburn, Alex. C., Co., Baltimore, Md.

ACCUMULATORS, HYDRAULIC.
Niles-Bement-Pond Co., New York.

AIR AND CIRCULATING PUMPS (Combined).
Davidson, M. T., Co., New York.
Wheeler Condenser and Engineering Co., Carteret, N. J.

AIR COMPRESSORS.
Independent Pneumatic Tool Co., Chicago and New York.
Norwalk Iron Works, South Norwalk, Conn.

AIR SOONERS
Power Specialty, Co., New Y
Schutte KGrting Co., Phileiciphia, Pas

AIR COUPLINGS.
Independent Pneumatic Tool Co., Chicago and New York.
National Tube Co., Pittsburg, Pa.

AIR DRILLS. |
Independent Pneumatic Tool Co., Chicago and New York.
Norwalk Iron Works, South Norwalk, Conn.
Wheeler Condenser and Engineering Co., Carteret, N. Vo

AIR HAMMERS—See PNEUMATIC TOOLS.

AIR HOISTS.
Independent Pneumatic Tool Co., Chicago and New York.

AIR HOSE.
a Independent Pneumatic Tool Co., Chicago and New York.

AIR MOTORS.
Independent Pneumatic Tool Co., Chicago and New York.

AIR PUMPS.
Alberger Pump and Condenser Co., New York.

Davidson, M. T., Co., New York.
Wheeler Condenser and Engineering Co., Carteret, N. J.

ALARMS—See WATER GAUGES AND ALARMS.

ALCOHOL ENGINES.
Mietz, A., New York.

ALLOYS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

ALUMINUM CASTINGS. (
Lunkenheimer Co., Cincinnati, Ohio.

ALUMINO VANADIUM.
American Vanadium Co., Pittsburg, Pa.

AMMETERS—See ELECTRICAL INSTRUMENTS.

AMMONIA PACKING.
Ferdinand, L. W., & Co.,

AMMONIA PROOF HELMETS.
Hayward, S. F., & Co., New York.

ANCHORS.
American Engineering Co., Philadelphia, Pa.
Baldt Anchor Co., Chester, Pa.

ANCHOR TRIPPERS.
American Engineering Co., Philadelphia, Pa.

ANTI-CORROSIVE PAINT.
Toch Bros. New York.

ANTI-FRICTION METAL
Biddle Hardware Co. , Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine
Katzenstein, L., & Co. ., New York
Phosphor-Bronze Smelting Co., Philadelphia, Pa.

ANTI-RUST COATINGS.
Ferdinand, L. W., & Co., Boston, Mass.

APPARATUS (MARINE GLUE MELTING).
Ferdinand, L. W., & Co., Boston, Mass.

ASBESTOS—See NON- CONDUCTING COVERING; also see PACKING,
ASBESTOS.

ASBESTOS PACKING—See PACKING, ASBESTOS.

ASH HOISTS.
American Engineering Co., Philadelphia, Pa.
Davidson, M. T., Co., New York.
Hyde Windlass Co., Bath, Maine.

ATTORNEYS—PATENT.
Decker, Delbert H., Washington, D. C.

AUTOMATIC INJECTORS.
Lunkenheimer Co., Cincinnati, Ohio.

AUTOMATIC TOWING MACHINES—See TOWING MACHINES.
AUTOMATIC WATER GAUGES—See WATER GAUGES.
BABBITT METAL—See ANTI-FRICTION METAL.

BALL BEARINGS—See THRUST BEARINGS.

BARGES—See SHIPBUILDERS.

Boston, Mass.

INTERNATIONAL MARINE ENGINEERING

Monel Metal rods and sheets are shipped
promptly from stock by the Biddle Hard-
ware Company. Castings quickly furnished
from customers’ patterns.

Gives Lasting Service where
Other Metals are Eaten Away

The extreme resistance to corro-
sion demonstrated by Monel Metal
makes it one of the most valuable
materials the industrial world has
ever known.

Monel Metal has the strength of steel and a
finish like pure nickel. It is impervious to rust,
acid conditions, gases, superheated steam and
other corroding influences which quickly destroy
steel or bronze. Monel Metal, by official test, has
a tensile strength of 70,000 to 100,000 pounds per
square inch.

Rods, sheets, castings and forgings of this
wonderful alloy are saving big sums yearly for
large business concerns, in reducing corrosion
expense. For marine construction work, battle-
ship propellers, etc., the metal is extensively used
by the United States Navy.’

Monel Metal is a natural alloy—sixty-eight per
cent. nickel, twenty-seven per cent. copper, and
the remainder iron and manganese. It outlasts
bronze by 50 to 100 per cent., and is particularly
valuable for pump rods, pump linings, centrifugal
pump impellers and superheated steam valves.

Write us for catalog containing complete information on

Monel Metal. We carry all sizes of sheets and rods and can
fill your orders immediately from our immense stock.

Engineers and naval architects wishing
our stock list should be on our monthly
mailing list. Send us your name and address.

Biddle Hardware Company

DISTRIBUTORS
Established 1837

512 Commerce St., Philadelphia
150 Chambers Street, New York
BRANCH OFFICES

London Stockholm Montreal Buffalo

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING
eS PEE AR ee NUR aa ae Rl ee

Milburn Acetylene Apparatus.

FOR MARINE USE

Portable Acetylene Lights

Oxy-Acetylene Welding
and Cutting Plants.

The Steam Acetylene Generator

“s END FOR CATALOG UE

GUARANTEE

_All Milburn Apparatus is
fully guaranteed and shipped
subject to absolute satisfac-
tion or it can be returned.

The Alexander C. Milburn Co.

1420- 26 West Baltimore St.
BALTIMORE, MD.

The B. B. Steam
Turbine Ventilator

Method of installation in ventilating pipe leading to firehold.

Adaptable to steamers of all descriptions, from small
yachts to ocean liners.
Particularly valuable for ventilating
FIRE-HOLDS KITCHENS
CARGO HOLDS CABINS
ENGINE ROOMS CREW QUARTERS
in fact, anywhere where fresh, cool air is required at
all times.

Can be used directly in stack or breaching for forced
draft—not affected by heat, smoke or cinders.

Write for Particulars
Bryant-Bery Steam Turbine Co., Petroit; Mich

LES TT

DECEMBER, I9QI2

BATH OPES RELI IRON, PORCELAIN.
Sands, A. B., & Son Co., New "York.

BEARINGS—See ANTI-FRICTION METAL; also THRUST BEARINGS.
BELLS.

Hayward, S. F., & Co., New York.
National Tube Co., Pittsburg, Pa.

BELTING—See RUBBER BELTING.

BENCH BO
Starrett, L. S.,
Williams & Co.,

Co.,
J. H

BENDING MACHINES, KEEL PLATE OR GARBOARD.
Niles-Bement-Pond Co. .» New York.

BENDING ROLLS—See ROLLS.
BILGE PUMPS—See PUMPS.

BITTS.
American Engineering Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, "Maine.

BLOWERS.
American Blower Co., Detroit, Mich.
Bryant-Bery Steam Turbine Co. Detroit, Mich.
De Laval Steam Turbine Co., Trenton, N. J
General Electric Co., Schenectady, N N. Y.

Kerr Turbine Co., Wellsville, N. Y.

Sirocco Engineering Co.—See American Blower Co.
Sturtevant Co., B. F., Hyde Park, Mass.

Terry Steam Turbine Co.. Hartford, Conn.

BLOW-OFF VALVES—See VALVES.
BLOWERS, SOOT—See SOOT BLOWERS.

BOAT BAO OF TS
Ferdinand, L. & Co., Boston, Mass.
Welin Marine rene Co., Long Island City, N. Y.

BOAT BUILDERS—See LAUNCHES AND YACHTS. ,
BOAT DAVITS—See DAVITS.
BOATS—See LIFE BOATS; also LAUNCHES AND YACHTS. 3

BOAT FITTINGS.
Ferdinand, L. & Co., Boston, Mass.
Welin Marine eke 2p Co., Long Island City, N. Y.

pees Mass. Wei ct Gh ne
., Brooklyn, IN EY Seestas ae

BOILERS—Also see ENGINE BUILDERS—also Seu BUILDERS.

Almy Water Tube Boiler Co., Providence, R. I.

Babcock & Wilcox Co., New York.

Bath Iron Works, Bath, Maine.

Griscom-Russell Co., New York.

Hyde Windlass Co., Bath, Maine.

Kingsford Houndey ’& Machine Works, OPTED N. Y.

Mosher Water Tube Boiler Co., New York.

Robb Engineering Co., South preien Mee

Ward, Chas., Engineering Works, Charleston, W. Va.

BOILER CIRCULATORS. :
Ross Schofield Co., New York.
Schutte & K6rting Co., Philadelphia, Pa.

BOILER COMPOUNDS.
Johns-Manville, H. W., Co., New York.

BOILER COVERING—See NON-CONDUCTING COVERING.
BOILER FEEDERS—See FEED-WATER REGULATORS.

BOILER-FLUE AND TUBE CLEANERS.
Diamond Power Specialty Co., Detroit, Mich.
Griscom-Russell Co., New York.
Independent Pneumatic Tool Co., Chicago and New York.
Johns-Manville, H. W., Co., New York.

BOILER FLUE AND TUBE CUTTERS.
Griscom-Russell Co., New York.
Independent Haein Tool Com Chicago and New York.
Johns-Manville, H » Co., New York.

BOILER AND PIPE COVERINGS—See NON-CONDUCTING COVER-
ING.

BOILER RIVETS—Also see RIVETS.
Champion Rivet Co., Cleveland, Ohio.

BOILER ROOM FITTINGS.
American Blower Co., Detroit, Mich.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston. Mass.
Diamond Power Specialty Co., Detroit, Mich.
Griscom-Russell Co., New_York.
Jerguson Gage & Valve Co., Boston, Mass.
Lunkenheimer Co. Cincinnati, Ohio.
Lytton Mfg. Corp., Franklin, Va.
McNab & Harlin Mfg. Co., New York.
National Tube G2 Pittsburg, P.
Powell, Wm., Co., Cincinnati, Chio.
Star Brass Mfg. Co. ., Boston, Mass.
Watertown Specialty Co., Watertown, N. Y.

Wunen writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I912

INTERNATIONAL MARINE ENGINEERING

The WESTON
SYNCHROSCOPE

Constitutes a very simple and absolutely
perfect solution of problems involved in coupling
alternating-current machines in parallel with-
out danger or sensible disturbance of circuit
conditions.

The indications are infallible.
There 15 only one object to observe.

The movement of the pointer is smooth and cer-
tain; it inspires confidence.

It indicates exact synchronism within 1 deg.
of true phase coincidence over a wide range of

frequency and voltage. sgyis wypni wiih oar aypeanay is wal

WFSend for catalog giving full description of
this unique instrument and also our full line of
A. C. and D. C. instruments for Switchboard,
Portable and Laboratory Work.

Demonstrations of the operative characteristics of these remarkable
instruments may be observed in our New York Office and also in
the offices of Selling Representatives in Philadelphia, Chicago, San
Francisco and Toronto.

WESTON ELECTRICAL INSTRUMENT COMPANY

Main Office and Works, NEWARK,

New York, 114 Liberty St.
Chicago, 1504 Monadnock Block
Boston, 176 Federal St.
Philadelphia, 342 Mint Arcade
Birmingham, Brown Marx Bldg.
Detroit, 44 Buhl Block

St. Louis, 915 Olive St.
Denver, 231 15th St.

San Francisco, 682 Mission St.
New Haven, 29 College St.
Cleveland, 1729 E. 12th St.
Toronto, 76 Bay St.

BOILER STAYBOLTS—See STAYBOLTS.

BOILER TUBES.
National Tube Co., Pittsburg, Pa.

BOILER TUBE CUTTERS—See BOILER FLUE AND TUBE CUTTERS.

BOILER TUBE RETARDERS.
Griscom-Russell Co., New York.

BOLTS AND NUTS.
National Tube Co.,

BOOKS.
Co-operative Publishing Co., Baltimore, Md.

Pittsburg, Pa.

BORING BARS—See CYLINDER BORING BARS.

BORING MACHINES—METAL WORKING.
Niles-Bement-Pond Co., New York.

BORING MACHINES—WOOD

Independent Pneumatic Tool Co., Chicago and New York.

BORING AND TURNING MILLS.
Niles-Bement-Pond Co., New York.

ES COPPER—AIlso see YELLOW METAL; also MUNTZ
Biddle Hardware Co., Philadelphia, Pa,

BRASS CASTINGS.
Griscom-Russell Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., ’ Cincinnati, Ohio.

BRASS FITTINGS.
American Steam Gauge & Valve Mfg. Co.,
Biddle Hardware Co., Philadelphia, Pa,
McNab & Harlin Mig, Co., New York.
National Tube Co., Pittsburg, Pa.
Powell Co., Wm., Cincinnati, Ohio.
Star Brass Mfg. Co., Boston, Mass.

BRAZING MATERIALS,
Smooth-On Mfg. Co., Jersey City, N. J.

BRONZE.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.

BRONZE CASTINGS—See CASTINGS, BRONZE.

BRONZE-VANADIUM.
American Vanadium Co., Pittsburg, Pa.

Boston, Mass,

Montreal
Winnipeg
Vancouve
Calgary

London, Audrey House, Ely Place,

Holborn

BUOYS

BUOYS,
BUOYS,

Ferdinand, L. W., & Co.,

BURNER

Milburn, Alex.
Sands, A

N. J-
Paris, 12 Rue St. Georges
Northern Electric Berlin, Genest Str. 5, Schoenberg
r { & Mfg. Co. Johannesburg, So. Africa, F. Pea-
body Rice, Standard Bank Bldgs.

Harrison St.
2

C., Co., Baltimore, Md.
B., & Son Co., New York.

LIGHT—See LIGHT BUOYS.

RING.
Boston, Mass.

S. FUEL OIL—See FUEL OIL BURNERS.

BUSHINGS.

National Tube Co.,

Pittsburg, Pa.

BUTTERFLY VALVES—See VALVES.

BY-PASS

CABLES—See CHAIN,

CABLEW

VALVES—See VALVES.
also ROPE.
AYS—See MARINE CABLEWAYS.

CALORIMETERS—SEPARATING, THROTTLING, COAL.
Schutte & K6rting Co., Philadelphia, Pa.

CANOE GLUE

Fer

CANVAS—

dinand, L. W., & Co., Boston, Mass.
WATERPROOF.

Wilford Cloth Co., New York.

CAPSTANS—STEAM—ELECTRIC—HAND.
American Engineering Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.

CARGO BLOCKS—See BLOCKS.
CASTINGS—BRONZE—Also see STEEL CASTINGS.

Griscom-Russell Co.,
Hyde Windlass Co.,
Lunkenheimer Co.,

New York.
Bath, Maine.
Cincinnati, Ohio.

Phosphor-Bronze Smelting Co., Philadelphia, iPay
CAST-IRON VANADIUM.

American Vanadium Co.,

Pittsburg, Pa.

CAST-STEEL VANADIUM.

American Vanadium Co.,
CEMENT-

Pittsburg, Pa.
ASBESTOS.

Johns-Manville, H. W., Co., New York.

CEMENT-

LINOLEUM.

Ferdinand, L. W., & Co., Boston, Mass.
CENTRIFUGAL PUMPS—See PUMPS.

CHAIN

Standard Chain Co., Pittsburg, Pa.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

90,000 Cubic Feet of Air
every 60 Seconds

delivered by three 30-inch diameter double inlet
99

66
Fans

against a 3-inch static pressure.
“‘Sirocco’”’ Fan delivers more air at less expense
for power than the ordinary steel plate
fan twice the size.

Bulletin No. 340-ME is a reference book
n “Sirocco.” Let us mail one to you.

AMERICAN BLOWER COMPANY

DETROIT, MICH.
U- S. A.

CANADIAN SIROCCO COMPANY, LIMITE|D
Windsor, Ontario Manufacturers for Canada

Engine Operating Centrifugal
Pump on Dredge in Cuba

Engines for
Dredge Work
in Triple
Expansion,
Compound
and Double
High Pressure

Also complete
line of
Steamboat
Machinery

When in need of
Marine Machinery
built right for econ-
omy and power, write

MARINE IRON WorkKsS

2036 Dominick St., Chicago

Marine Machinery Specialists

CHAIN PiPE WRENCHES—See WRENCHES.

CHAIN STOPPERS.
American Engineering Co., Philadelphia, Pa.

CHANDLERY STORES.
Biddle Hardware Co., Philadelphia, Pa.
Ferdinand, L. W., & Co., Boston, Mass.
Griscom-Russell Co., New York.

CHECK VALVES—See VALVES.
CHRONOMETERS—See CLOCKS.

CHOCKS.
American Engineering Co., Philadelphia, Pa.

CHUCKS.
Morse Twist Drill & Machine Co., New Bedford, Mass.

CIRCULATING PUMPS—See PUMPS.
CIRCULATORS—See BOILER CIRCULATORS.

CLASSIFICATION ASSOCIATION.
American Bureau of Shipping, New York.

CLOCKS.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston. Mass.
Star Brass Mfg. Co., Boston, Mass.

COAL.
Pocahontas Fuel Co., New York.

COATINGS, ANTI-RUST—See ANTI-RUST COATINGS.
COCKS—See GAUGE COCKS.

COAL HANDLING MACHINERY.
Lidgerwood Mfg. Co., New York.

COLLECTORS—PNEUMATIC.
Sturtevant Co., B. F., Hyde Park, Mass.

COMPANION FLANGES.
Lunkenheimer Co., Cincinnati, Ohio.
National Tube Co., Pittsburg, Pa.

COMPOUNDS—See BOILER COMPOUNDS.

CONDENSERS.
Alberger Pump and Condenser Co., New York.
American Engineering Co., Philadelphia, Pa.
Davidson, M. T., Co.. New York.
Griscom-Russell Co., New York.
Schutte & Korting Co., Philadelphia, Pa.
Wheeler Condenser and Engineering Co., Carteret, N. J.

CONS ENG ENGINEERS—See ENGINEERS—Also PROFESSIONAL

CONVEYING MACHINERY.
Lidgerwood Mfg. Co., New York.
Sturtevant Co., B. F., Hyde Park, Mass.

COOLERS, AIR—See AIR COOLERS.

COOLERS FOR OIL.
Schutte & K6rting Co., Philadelphia, Pa.

COPPER—See BRASS AND COPPER.

CORDAGE—Also see ROPE and WIRE ROPE—Also TWINE.
Columbian Rope Co., Auburn, N. Y.
Durable Wire Rope Co. Boston, Mass.
Griscom-Russell Co., New York.
Plymouth Cordage Co., North Plymouth, Mass.

CORK CEMENT, FENDERS, JACKETS, RINGS.
Ferdinand, Tes W., & Co., Boston, Mass.

CORRUGATED FURNACES.
Continental Iron Works, Brooklyn, N. Y.

COTTON DUCK—See CHANDLERY STORES.
COTTON RUBBER-LINED HOSE—See HOSE.
COUNTERS—See REVOLUTION COUNTERS,

COVERING, STEAM—See NON-CONDUCTING COVERING.
CRANES.
American Engineering Co., Philadelphia, Pa.

Niles-Bement-Pond Co., New York.
Welin Marine Equipment Co., Long Island City, N. Y.

CRANK SHAFTS—See FORGINGS.

CUPRO-VANADIUM.
American Vanadium Co., Pittsburg, Pa.

CUTTERS.
Morse Twist Drill & Machine Co., New Bedford, Mass.

CYLINDER BORING BARS.
Niles-Bement-Pond Co., New York.

CYLINDER RELIEF VALVES—See VALVES.

CYLINDERS FOR COMPRESSED AIR, GAS, ETC.
National Tube Co., Pittsburg, Pa.

CYLINDERS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

DAMPER REGULATORS. , /
Diamond Power Specialty Co., Detroit, Mich.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, IQI2

INTERNATIONAL MARINE ENGINEERING

DAVITS.
Welin Marine Equipment Co., Long Island City, N. Y.

DECK HOISTS—See HOISTING ENGINES.

DECK PLATES.
Sands, A. B., & Son Co., New York.

DECK PUMPS—See PUMPS.

DIAPHRAGM PUMPS—See PUMPS.
Hyde Windlass Co., Bath, Maine.

DIES.
Morse Twist Drill & Machine Co., New Bedford, Mass.

DIESEL ENGINES.
Carels Fréres, Ghent, Belgium; and New York.

DIRECT-CONNECTED SETS—See ELECTRICAL PLANTS.

DISENGAGING GEARS. :
Welin Marine Equipment Co., Long Island City, N. Y.

DISTILLERS—See EVAPORATORS.

DIVING APPARATUS.

Morse, Andrew J., & Son, Inc., Boston, Mass.

DRAFT, MECHANICAL—See MECHANICAL DRAFT.

DRAFTING INSTRUMENTS.
Starrett, L. S., Co., Athol, Mass.

DRAIN VALVES—See VALVES.

DREDGE BUCKETS.

Atkinson-Frizelle Co., Hoboken, N. J.

DREDGING MACHINERY.
Alberger Pump and Condenser Co., New York.
American Engineering Co., Philadelphia, Pa.
Atkinson-Frizelle Co., Hoboken, N. J.

DRILLING MACHINES, VERTICAL, HORIZONTAL AND RADIAL.
Niles-Bement-Pond Co., New York.

DRILLS.
Morse Twist Drill & Machine Co., New Bedford, Mass.

DRILLS, ELECTRIC—See ELECTRIC DRILLS.

DRILLS, PREUMATIC—See PNEUMATIC TOOLS—Also AIR DRILLS.

DRILLS, PORTABLE—See PORTABLE DRILLS.

DROP FORGINGS—EYE BOLTS, HOOKS, ROPE SOCKETS,
WRENCHES, ETC.
Sizer Forge Co., Bualo, N. Y.
Williams & Co., yj. H , Brooklyn, N. Y.

DROP HAMMERS.
Niles-Bement-Pond Co., New York.

DRY DOCKS AND MARINE RAILWAYS.
Krajewski-Pesant Corporation, Havana, Cuba.
Merrill-Stevens Co., Jacksonville Fla.
Newport News Shipbuilding & Dry Dock Co., Newport News, Va
Tietjen & Lang Dry Dock Co., Hoboken, N. J.

DRY DOCKS—MARINE RAILWAY—MANUFACTURER.
Crandall Engineering Co., The, East Boston, Mass.

DRYING APPARATUS.
American Blower Do Detroit, Mich.
Sturtevant Co., » Hyde Park, Mass.

Ce ETO aa ELECTRIC PLANTS; also STEAM TURBINE

ECONOMIZERS, FUEL—See FUEL ECONOMIZERS.

EJECTORS.
Lunkenheimer Co., Cincinnati, Ohio.
Schutte & K6rting Co., Philadelphia, Pa.

ELECTRIC DRILLS.
General Electric Co., Schenectady, N. Y.
Independent Pneumatic Tool Co., Chicago and New York.
Johns-Manville, H. W., Co., New York.

ELECTRIC HEATERS.
General Electric Co., Schenectady, N. Y.
Simplex Electric Heating Co., Cambridgeport, Mass.

ELECTRIC HOISTS.
American Engineering Co., Philadelphia, Pa.
Sener Electric Co., RS eee N. Y.
Hyde Windlass Co., Bath, Maine.
Lidgerwood Mfg. Co., New York.
Niles-Bement-Pond Co., New York.

ELECTRIC LIGHTS.
General Electric Co., Schenectady, N. Y.

ELECTRIC PLANTS.
General Electric oO Schenectady, N. Y.
Sturtevant Co., B. F., Hyde Park, Mass.
Terry Steam "turbine Co:., Hartford, Conn.

CLOSE CORNER
PISTON AIR DRILLS
THE ORIGINAL Nos. 8 and 9 DRILLS

Equipped with Roller
Bearings.

Guaranteed 30% more
efficient than any

other make. Write for circular Q giving

latest information regard-
ing Thor Air Tools.

INDEPENDENT PNEUMATIC TOOL CO.

Chicago New York Pittsburgh Atlanta San Franciscg

Sent on trial.

for Ship and

"TPE AKF® vacant Work

in Logs and Flitches

We also make a specialty of con-
verting net sizes in large
or small orders.

Mahogany and Hardwoods
For Interior Finish

S. B. VROOMAN CO., LTD.

1133-1141 BEACH STREET, PHILADELPHIA, PA.

STEERING GEARS

Direct-connected to Rudder by Screw Gear or Tiller Gear

This type is now being furnished for the new
dreadnought battleship TEXAS.

Fully 80 per cent of all steering engines on
ships under the American Flag were built by us,

AMERICAN ENGINEERING CO.

Machinists and Founders
15-327

: WILLIAMSON ELECTRIC

EUREKA FIRE HOSE

Awarded Gold Medal at the St. Louis
E.xxposition for Superiority of Our Goods
SAFEST ano BEST
FULLY TESTED AND MADE TO LAST
“A word to the wise is sufficient’”’
Seamless Woven and Rubber-Lined

EUREKA FIRE HOSE

“PARAGON” BRAND Has No Equal
SEND FOR SAMPLE

TRADE-MARK.

EUREKA FIRE HOSE MFG. CO.

New York, N. Y.; Boston, Mass.; Chicago, Ill.; Philadelphia, Pa.; Co-
lumbus, Ohio; Atlanta, Ga.; Dallas, Texas; Minneapolis, Minn.;
enver, Colo.; Seattle, Wash.; Syracuse, N. Y.

Kansas City, Mo.; : Detroit, Mich.; Omaha, Neb.; San Francisco, Cal.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I912

“We simply oil it up once in
a while and let it run.”

“We take great pleasure in showing this machine as it has
given us litile or no expense. Certainly if we were to buy
another turbine, we would buy yours.”

That’s what the purchaser of one of our turbines said.

Here is another letter.
“There has been no money spent for maintenance of the turbines
and no money spent on attention. They are started by the oiler,
bearings examined once every eight hours, and turbine looked
over. Oil in the bearings is changed monthly, otherwise they take
care of themselves.”

Certainly such evidence should be convincing. We have some-
thing like 900 other satisfactory installations in marine service
and elsewhere to which we will gladly refer you. Tell us your
conditions and requirements and perhaps we can tell you where
Economy Turbines are doing similat work.

SEND FOR OUR BIG NEW CATALOG.

KERR TURBINE CO.
Wellsville, N.Y.

AGENTS IN ALL LARGE CITIES

Marine Refrigerating and
Ice Making | Plants

135

vessels now equipped or being
equipped with

asp REFRIGERATING
ICE MAKING PLANTS

Built for any vessel of any size.

For ship’s stores or cargo cold stores.

Write for List of Marine Installations

BRUNSWICK REFRIGERATING CO.

New Brunswick, New Jersey

ESCALATORS.

Seances FITTINGS AND SUPPLIES—Also see ELECTRIC

General Electric Co., Schenectady, N. Y.
Griscom-Russell Co., New York.
Johns-Manville, H. W., Co., New York.

ELECTRICAL INSTRUMENTS.
General Electric Co., Schenectady, N

a
Weston Electrical Instrument Co., Waverly Park, Newark, N. J.

ELEVATORS, FREIGHT—See
CLINED ELEVATORS.

ENGINE PACKING—See PACKING.
ENGINE-ROOM SUPPLIES—See STEAM SPECIALTIES.

ENGINEERS, CONSULTING AND CONTRACTORS.
American Engineering nee Philadelphia, Pa.
Donnelly, W. T., New Y
Griscom-Russell Co., New avon

ENGINES FOR AUXILIARIES.
Alberger Pump and Condenser Co., New York.
American Blower Co., Detroit, Mich.
American Engineering Co., Philadelphia, Pa.
De Laval Steam Turbine Co., Trenton, N. J.
Hyde Windlass Co., Bath, Maine.
Kerr Turbine Co., Wellsville, N. Y.
Marine Iron Works, Chicago, Ill.
Sturtevant Co., B Hyde Park, Mass.
Terry Steam Turbine Co.. Hartford, Conn.
Wheeler Condenser and Engineering Co., Carteret, N. J.

ENGINES, GASOLINE—See GASOLINE ENGINES.
ENGINES, HOISTING—See HOISTING ENGINES.
ENGINES, KEROSENE—See KEROSENE ENGINES.

ENGINES, OIL—See also DIESEL ENGINES.
Carels Fréres, Ghent, Belgium; and New York.
Mietz, A., New York.

Wolverine Motor Works, Bridgeport, Conn.

ENGINES—PROPELLING.
Bath Iron Works, Bath, Maine.
Carels Fréres, Ghent, Belgium and New York.
Kingsfora Foundry & Machine Works, Oswego N. Y.
Marine ER OED Chicago, Ill.
Mietz, New York.
eee Marine Steam Turbine Co. -» New York.
Sheriffs eS Co., Milwaukee, Wis.
Trout, H. G., Co., Buffalo, N. Y.
Ward, eRe Engineering Works, Charleston, W. Va.

ENGINE REGISTERS.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.

ENGINE-ROOM CLOCKS—See CLOCKS.

FREIGHT ELEVATORS, also

Otis Elevator Co., New York.

EVAPORATORS.
Alberger Pump and Condenser Co., New York.
American Engineering Co., Philadelphia, Pa.
Davidson, M. T., Co., New oe
Griscom-Russell Co., New Yor
Schutte & K6rting Co., Phiadelphia, Pa.
Wheeler Condenser and Engineering Co., Carteret, N. J.

EXCESS PUMP GOVERNORS—See PUMP GOVEB™ORS.
EXHAUST FANS—See BLOWERS.

EXHAUST HEADS.
Sturtevant Co., B. F., Hyde Park, Mass.

EXPANDERS—See BOILER FLUE AND TUBE EXPANDERS.

EXPANSION JOINTS.
Alberger Pump and Condenser Co., New York.
Griscom-Russell Co., New York.
Lunkenheimer Co., Cincinnati, Ohio.
National Tube Co., Pittsburg, Pa.
Power Specialty Co., New York.

FANS—See BLOWERS.
FEED CHECK VALVES—See VALVES.

FEED-WATER HEATERS AND PURIFIERS.
Alberger Pump and Condenser Co., New York.
American Engineering Co., Philadelphia, Pa.
Griscom-Russell Co., New York.

Schutte & K6rting Co., Philadelphia, Pa.
Wheeler Condenser and Engineering Co.,

FEED-WATER REGULATORS.
Alberger Pump and Condenser Co., New York.
Jerguson Gage & Valve Co., Boston, Mass.

FERRO-VANADIUM.
American Vanadium Co., Pittsburg, Pa.

FERRY BOAT LAMPS—See LAMPS.

FILES.
Nicholson File Co., Providence, R. I.

FILTERS.
Griscom-Russell Co., New Yor
Schutte & KG6rting Co., Phandelphia, Pa.

FIRE DEPARTMENT SUPPLIES.
Fumigating Se Fire pxane alae Co. of America, New York.
Hayward, S. F., & Co., New York.
Morse, aname J., & Bana, Inc., Boston, Mass.

FIRE EXTINGUISHERS.
Fumigatin Se Fire Extinguishing Co. of America, New York.

Hayward, & Co., New York.
Morse, eae J., & Son, Inc., Boston, Mass.

Carteret, N ©

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

IN-

DECEMBER, I9I2

FIRE HOSE—See HOSE.

FIREPROOF CONSTRUCTION.
Johns-Manville, H. W., Co., New York.

FIREPROOF LUMBER—See LUMBER, FIREPROOF.

FIRE PUMPS—See PUMPS.

FLANGES.
Dart, E. M., Mfg. Co., Providence, R. I.
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
National Tube Co., Pittsburg, Pa.

FLANGING PRESSES.
Niles-Bement-Pond Co., New York.

FLEXIBLE SHAFTING.
Stow Mfg. Co., Binghamton, N. Y.

FLOATING DRY DOCKS—See DRY DOCKS.
FLUE CLEANERS—See BOILER FLUE CLEANERS.
FLUE CUTTERS—See BOILER FLUE AND TUBE CUTTERS.

FORCED DRAFT—See also BLOWERS.
American Blower Co. and Sirocco Engineering Co.,
De Laval Steam Turbine Co., Trenton, N. J
General Electric Co., Schenectady, N. Y.
Sturtevant Co., B. F,, Hyde Park, Mass.

FORGES.
Sturtevant Co., B. F., Hyde Park, Mass.

FORGINGS, BRONZE—See also DROP FORGINGS.
Atkinson-Frizelle Co., Hoboken, N. J.
Erie Forge Co., Erie, Pa.
Hyde Windlass Co., Bath, Me.
Sizer Forge Co., Buffalo, INSRYS
Vanadium Metals Co., Pittsburg, Pa.

FORGINGS, OPEN HEARTH STEEL.
Atkinson-Frizelle Co., Hoboken, N. J.
Erie Forge Co., Erie, Pa.
Sizer Forge Co., Buffalo, N. Y.

FORGINGS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.
Atkinson-Frizelle Co., Hoboken, INS
Sizer Forge Co., Buffalo, N. Y.

FREIGHT ELEVATORS FOR DOCKS AND WHARVES.
Otis Elevator Co., New York.

FROSTPROOF COVERINGS.
Ferdinand, L. W., & Co., Boston, Mass.

FUEL ECONOMIZERS.
Griscom-Russell Co., New York.
Power Specialty Nee New York.
Sturtevant Co.. ert Hyde Park, Mass.

FUEL OIL BURNERS.
Schutte & K6rting Co., Philadelphia, Pa.

FURNACES—Also see CORRUGATED FURNACES.
Continental Iron Works, New York.

FUSIBLE PLUGS.
Griscom-Russell Co., New York.
Lunkenheimer Co., Cincinnati, Ohio.

GALLEYS—See RANGES.

GAS BLOWERS AND EXHAUSTERS.
American Blower Co., Detroit, Mich.
Schutte & K6rting Co., Philadelphia, Pa.
Sturtevant Co.. B. F., Hyde Park, Mass.

GASKETS—Also see PACKING.
Griscom-Russell Co., New York.
ohns-Manville, H. W., Co., New York.

tzenstein & Co., L., New York.

New York Belting & Packing Co., Ltd., New York.
Peerless Rubber Mfg. Co., New York.
Power Specialty Co., New "York.
Smooth-On Mfg. Co., Jersey City, N. J.

GASOLINE ENGINES—Also see LAUNCHES AND YACHTS:
KEROSENE ENGINES; OIL ENGINES; DIESEL ENGINES.
Bridgeport Motor Co., Bridgeport, Conn.
Mietz, A., New York.
Standard Motor Construction Co., Jersey City, N. J.
Wolverine Motor Works, Bridgeport, Conn.

GAS ENGINE SPECIALTIES.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
Powell, Wm., Co., Cincinnati, Ohio.
Star Brass Mfg. Co., Boston, Mass.

GAS PRODUCERS—See MARINE GAS PRODUCERS.
GATE VALVES—See VALVES.

GAUGE COCKS.

American Steam Gauge and Valve Mfg. Co., Boston, Mass.
erguson Gage & Valve Co., Boston, Mass.
unkenheimer Co., Cincinnati, Ohio.

McNab & Harlin Mfg. Co., New York.

National Tube Co., Pittsburg, Pa.

Powell, Wm., Co., “Cincinnati, Ohio.

Star Brass Mfg. hy, Boston, Mass.

GAUGES—See STEAM GAUGES; also WATER GAUGES.

Detroit, Mich.

INTERNATIONAL MARINE ENGINEERING

[ie Sands’’ Sanitary Fixtures
Insist on “SANDS” Standard

The ‘‘lowa’’ Pump

Water Closet has
latest style Vitro KNOWN AND
Adamant Extra Heavy USED “‘’ROUND
Oval. Flushing Rim,
Straight Back Hop- THE WORLD”

per, Bowl fitted with
4-in. Supply and
Waste Pump, fitted
with our ‘‘Automatic
Safety Supply Foot
Valve” controlling
water supply.

A new high grade
fixture, suitable for
owners’, guests’ or
officers’ staterooms.

Price with Quartered
Oak, Cabinet Finish
Seat and Cover,
Pump Rough with
Polished Trimmings

$85.00

“IOWA” PLATE S-2040
(Patented---Copyrighted)

Send for CATALOGUE ‘‘E’”’ showing large assortment of Marine
Plumbing Fixtures and Specialties, free upon application.

A. B. SANDS & SON COMPANY

‘*Pioneers for Over 60 Years”
Largest Manufacturers in the World of

MARINE PLUMBING SPECIALTIES
| 22=24 Vesey St.,

1849 1912

New York, U.S.A.

Without a Pump or Other
Device the

OBB-BRADY

SCOTCH BOILER
GIVES RAPID CIRCULATION

Ask for Bulletin “Circulation in Marine Boilers’’

ROBB ENGINEERING COMPANY, Ltd.
SO. FRAMINGHAM, MASS. 39-1

Schuette Recording Compass Co.
Manitowoc, Wisconsin, U.S.A.

Our compasses will keep an accurate automatic
record of how your ship is steering. They will

show what course you were steering and the exact
time when the course was changed.

Write for Descriptive Booklet.

AGENTS

WM. ROWEKAMP, Lappenbergsalle 4, Hamburg, Germany
TAKATA & CO., Tokio, Japan
JOHN BLISS & \CO., 128 Front Street, New York, N. Y.
GEO. E. BUTLER, Alaska Com. Building, San Francisco, Cal.

COMPLETE INSTRUMENTS IN STOCK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, I912

OPEN HEARTH
BLLOY OTEEL FORGINGS

OF QUALITY

Rough Turned
or
Finished Complete

ERIE, PA., U. S. A. Write us about your requirements

Try the Nicholson next time you buy

Nicholson File Co. U.S.A. Providence, R. I.

GAUGE GLASSES. HEATING AND VENTILATING APPARATUS.

yereteon Gage & Valve Co., Boston, Mass. American Blower Co., Detroit, Mich.

unkenheimer Co., Cincinnati, Ohio. Schutte & KG6rting Co., Philadelphia, Pa.
McNab & Harline Eth Oo New York. Sturtevant Co., B. F., Hyde Park, Mass.
Watertown Specialty Co., Watertown, N. Y. HELMETS, SMOKE AND AMMONIA.

GAUGE TESTERS. Hayward, S. F., & Co., New York.
American Steam Gauge and Valve Mfg. Co., Boston, Mass. HEMP—See TWINE.

GEARS, VANADIUM. HOISTING ENGINES. | :

American Vanadium Co., Pittsburg, Pa. American Engineering Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.
GENERATORS—See ELECTRIC PLANTS. Lidgerwood Mfg. Co., New York.
GLOBE VALVES—See VALVES. HOISTS, CHAIN—See CHAIN HOISTS.
HOISTS, ELECTRIC—See ELECTRIC HOISTS.

GLUE—LINOLEUM, MARINE, SHIP. YACHT, WATERPROOF. 2
Ferdinand, L. W., & Co., Boston, Mass. HOSE—See AIR HOSE.

Eureka Fire Hose Mfg. Co., New York.

GONGS. | . Hayward, S. F., & Co., New York.

National Tube Co., Pittsburg, Pa. Independent Pneumatic Tool Co., Chicago and New York.
Vanadium Metals Co., Pittsburg, Pa. New York Belting & Packing Co., Ltd., New York.
ae HOSE COUPLING.
GOVERNORS—See PUMP GOVERNORS. ERVSUaihiatrose (Cou NewsVork
GRABS—See DREDGING MACHINES. Hayward, S. F., & Co., New York.
Independent Pneumatic Tool Co., Chicago and New York.

GRAPHITE. McNab & Harlin Mfg. Co., New York.
Dixon, Jos., Crucible Co., Jersey City, N. J. National Tube Co., Pittsburg, Pa.

GRATE BARS. HOSE NOZZLES.

i -R 11 Co., N Vorle Hayward, S. F., & Co., New York.
(Cokeomasssall Co Su Wows McNab & Harlin Mfg. Co., New York.
GREASE—See LUBRICANTS. Morse, Andrew J., Son, Inc., Boston, Mass.

GREASE CUPS—See LUBRICATORS. HOSE REELS AND RACKS.

Albany Lubricating Co., New York. Hayward, S. F., & Co., New York.

Cook’s Sons, Adam, New York. HUMIDIFIERS.

Griscom-Russell Co., New York. Griscom-Russell Co., New York.

FE ag ea eS OU Tillotson Humidifier Co., Providence, R. I.
ie ee HYDRAULIC FITTINGS. —=-—_

GREASE EXTRACTORS. Lunkenheimer Co., Cincinnati, Ohio.
American Steam Gauge and Valve Mfg. Co., Boston, Mass. McNab & Harlin Mfg. Co., New York.
Griscom-Russell Co., New York. National Tube Co., Pittsburg, Ee

GYPSEYS. Powell, Wm., Co., Cincinnati, io.

Schutte & K6rting Co., Philadelphia, Pa.

American Engineering Co., Philadelphia, Pa. ;
Hyde Windlass Co., Bath, Maine. EA NO STDIN DUES PUNCHES, SHEARS.
iles-Bement-Pon o., New York.
HAMMERS, PNEUMATIC—See PNEUMATIC TOOLS. ICE MACHINES—See REFRIGERATING PLANTS.
HARDWARE-—See MARINE HARDWARE; also CHANDLERY INCLINED ELEVATORS FOR DOCKS AND WHARVES.
STORES. Otis Elevator Co., New York.
HARDWOOD—See LUMBER. INDICATOR CONNECTIONS.

Lunkenheimer Co., Cincinnati, Ohio.

HAWSERS_scelWIRERRGEE- INDICATORS—STEAM AND GAS ENGINE.

HEATERS—BATH, LAVATORY, SHOWER. American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Alberger Pump and Condenser Co., New York. Lunkenheimer Co., Cincinnati, Ohio.
Sands, A. B., & Son Co., New York. Powell Co., The, Wm., Cincinnati, Ohio.
Schutte & KGrting Co., Philadelphia, Pa. Star Brass Mfg. Co., Boston, Mass.
48

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I912

INTERNATIONAL MARINE ENGINEERING

INDUCED DRAFT.
American Blower Co., Detroit, Mich.
Sturtevant Co., B. F., Hyde Park, Mass.

INJECTORS.
Lunkenheimer Co., Cincinnati, Ohio.
Powell Co., The, Wnm., Cincinnati, Ohio.
Schutte & ’Korting Co., Philadelphia, Pa.

INSURANCE—MARINE AND FIRE.
Hutchinson, Rivinus & Co., New York and Philadelphia.

INTERLOCKING RUBBER TILING.
Griscom-Russell Co.. New York.
New York Belting & Packing Co., Ltd., New York.

TRON CEMENT.
Smooth-On Mfg. Co., Jersey City, N. J.

JACKS—PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.

JOURNAL BEARINGS—See THRUST BEARINGS.

JUTE.
Columbian Rope Co., Auburn and New York.

KEROSENE ENGINES—See also OIL ENGINES AND DIESEL
ENGINES.

Miuetz; A., New York.
Wolverine Motor Works, Bridgeport, Conn.

LATHES, CRANK SHAFT.
Niles-Bement-Pond Co., New York.

LAMPS, SIGNALS, AND FIXTURES.
Carlisle & Finch Co., Cincinnati, Ohio.
General Electric Co., Schenectady, N. Y.
Johns-Manville, H. W., Co., New York.

LATHES, ENGINE.
Niles-Bement-Pond Co., New York.

LATHES, TURRET.
Niles-Bement-Pond Co., New York.

LAUNCHES AND YACHTS—See also SHIPBUILDERS AND DRY
DOCK COMPANIES.

Bridgeport Motor Co., Bridgeport, Conn.

Marine Iron Works, Chicago, III.

Standard Motor Construction Co., Jersey City, N. J.

Ward, Chas., Engineering Works, Charleston, W. Va.

Welin Marine Equipment Co., Long Island City, N. Y.

LAVATORIES—FOLDING, STATIONARY, STATEROOM.
Sands, A. B., & Son Co., New York.

LAVATORY AND BA1H HEATERS.
Griscom-Russell Co., New York. .
Schutte & K6rting Co., Philadelphia, Pa.

LIFE BOATS AND RAFTS.
Welin Marine Equipment Co., Long Island City, N. Y.

LIFE GUNS.
Hayward, S. F., & Co., New York.

LIFE ERE SERVERS
Ferdinand, L. W., & Co., Boston, Mass.
Welin Marine Equipment Co., Long Island City, N. Y.

LIFE-SAVING DEVICES.
Hayward, S. F., & Co., New York.
ae Marine Equipment Co., Long Island City, N. Y.

LIGHT
Aiburn, iSite, C., Co., Baltimore, Md.

LIGHT BUOYS.
Milburn, Alex. C., Co., Baltimore, Md.

LIGHTHOUSE APPARATUS.
Milburn, Alex. C., Co., Baltimore, Md.

LINOLEUM CEMENT.
Ferdinand, L. W., & Co., Boston, Mass.

LIQUID GLUE, Wee ORG
Ferdinand, . W., & Co., Boston, Mass.

LOG peel
Schuette Recording Compass Co., Manitowoc, Wis.
Welin Marine Equipment Co., Long Island City, N. Y.

LUBRICANTS.
Albany Lubricating Co., New York.
Cook’s Sons, Adam, New York.
Dixon, ees Crucible Co., Jersey City, N. J.
Power Specialty Co., New York.

LUBRICATING COMPOUND.
Ibany Lubricating Co., New York.
Cook’s Sons, Adam, New York.

LUBRICATORS.

Albany Lubricating Co., New York.
Cook’s Sons, Adam, New York.
Griscom-Russell Co., New York.
Lunkenheimer Co. ‘Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
Powell, Wm., Co., Cincinnati, Ohio.
Schutte & K6rting Co., Philadelphia, Pa.

LUMBER.
Vrooman, S. B., Co., Philadelphia, Pa.

MACHINE TOOLS—See TOOLS, MACHINE.
MAHOGANY—See LUMBER.

MANGANESE BRONZE CASTINGS—Also see BRONZE.
Griscom-Russell Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.

H3M

Tycos”

THERMOMETERS
TELL THE TRUTH

We could reduce the cost of
our Thermometers 40% and
they would still look like the
Navy Standard.

Made as we know they
should be, they will outlive a
Battleship.

This is why }{§t Thermome-
ters are the best made.

Descriptive Catalog
on request

THE HEM DIVISIO

Taylor Instrument Companies

ROCHESTER. N. Y.
NEW YORK BOSTON CHICAGO

FEED,
SANITARY,
BILGE, FIRE
and AIR

PUMPS

Condensers
Evaporators

Ash
Ejectors

oat
M. T. DAVIDSON CO.

154 Nassau Street, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING DECEMBER, 1912

MAGNESIA COVERINGS.
Johns-Manville, H. W., Co., New York.

MANILA AND SISAL ROPE—See ROPE; also CORDAGE.

MARINE BOILER COMPOUNDS—See BOILER COMPOUNDS.
MARINE CABLEWAYS.
Lidcerwood Mfg. Co., New York.
MARINE ENGINES—See ENGINES, PROPELLING.
MARINE FORGINGS—See FORGINGS.
Wy MARINE GAS PRODUCERS.
Griscom-Russell Co., New York.

Marine Producer Gas Power Co., New York.
Wolverine Motor Works, Bridgeport, Conn,

MARINE GLUE.
Ferdinand, L. W., & Co., Boston, Mass.

MARINE HARDWARE. af
Griscom-Russell Co., New York.
Biddle Hardware Co., Philadelphia, Pa.
Ferdinand, L. W., & Co., Boston, Mass.

MARINE LAMPS—See LAMPS.

MARINE PAINT.

We
are sole
mfrs. of this
simplest form of
\ Safety Lathe
Dog

. f \f yi =
Wey turpis h icojonder We SENN HOSE Os ee Rr Cnte era cor nintin See RAILWAY DRY DOCKS,
. . =—— EE *
Forging with the Square Head Screw, but . Crandall Engineering Co., The, East Boston, Mass.
do not recommend the combination because MARINE RANGES—See RANGES.

it vitiates the Safety features of the tool. MARINE REFRIGERATION—See REFRIGERATING PLANTS.

MARINE SIGNALS—See SIGNALS.
MARINE SUPPLIES.

66 99 , Ferdinand, L. W., & Co., Boston, Mass.
i MASTS, STEEL.
Welin Marine Equipment Co., Long Island City, N. Y.

MECHANICAL DRAFT.

: erican Blower Co., Detroit, Mich.
Sturtevant Co., B. F., Hyde Park, Mass.
a e O S MEGAPHONES—See CHANDLERY STORES.
: METAL WORKING TOOLS—See TOOLS, MACHINE.

METALLIC PACKING—Also see PACKING.
Katzenstein, L., & Co., New York.

offer Power Specialty Co., ‘New York.
Rooksby, E. J., & Co., Philadelphia, Pa.

° 5 United States Metallic Packing Co., Philadelphia, Pa.
Safety (in simplest form). eee eersniornel Co., Schenectady, N. Y.
Better balance in Lathe. We ten Instrument Co., Waverly Park, Newark, N. J.
Tempered headless screws. MINERAL WOOL—See NON-CONDUCTING COVERING.
= Tou 2 hen ed Safet Vy Do poy sao aiidlentiarieers Co., Philadelphia, Pa.
Wrenches. MONITOR NOZZLES—See HOSE NOZZLES.

MOORING ENGINES.
American Engineering Co., Philadelphia, Pa.

Same price as for dangerous PB) orp sowie eee Paunciiee AND YACHTS.
and otherwise less desir- MOTOR BOAT SUPPLIES.

Ferdinand, L. W., & Co., Boston, Mass.

MOTORS, ELECTRIC. 5
General Electric Co., Schenectady, N. Y.

MOTORS, GASOLINE—See GASOLINE ENGINES.

MULTIPLE DRILLS.
Niles-Bement-Pond Co., New York.

MULTI-SPEED MOTORS.
Stow Mfg. Co., Binghamton, N. Y.

NAVAL ARCHITECTS—See PROFESSIONAL CARDS.
NEEDLE VALVES—See VALVES.

NIPPLES.
National Tube Co., Pittsburg, Pa.

NON-CONDUCTING COVERING.
Johns-Manville, H. W., Co., New York.

NOZZLES—See HOSE NOZZLES.
NUTS—See BOLTS AND NUTS.

able forms of tool.

Your dealer will
serve you

OAKUM.
Baltimore paca Co., Baltimore, Md.
Davey, W. & Sons, Jersey City, N. J.

Welin Nae Equipment Co., Long Island City, N. Y.
OIL—See LUBRICANTS.
a OIL BURNERS, FUEL—See FUEL OIL BURNERS.
J H OIL CUPS—See LUBRICATORS.

OIL FUEL APPARATUS.
Schutte & K6rting Co., Philadelphia, Pa.

WILLIAMS OIL ENGINES—See ENGINES, OIL.
OIL GAUGES.

Lunkenheimer Co., Cincinnad, Ohio.

& : McNab & Harlin Mfg. Co., New York.
oO. Powell Co., The, Wm., Cincinnati, Ohio.
Star Brass "Mfg. Co., Boston, Mass,
SuperiorDrop-forgings OIL POLISH—See METAL POLISH.
OU a ian bed neimer Cond GincinaaitOn
: unkenheimer Co., Cincinnati, io.
63 Richard St. Star Brass Mfg. Co., Boston, Mass.
OILING SYSTEMS—Also see LUBRICATORS.
BROOKLYN, N. Y Albany Lubricating Co., New York.

Cook’s Sons, Adam, New York.
Lunkenheimer Co., Cincinnati, Ohio.
Powell Co., Wm., Cincinnati, Ohio.
Schutte & *KGrting Co., Philadelphia, Pa.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, IQI2

PACKING—Also see METALLIC PACKING.
Jebus: Wenyilley H. W., Co., New York.
ew York Belting & Packing Co., Ltd., New York.
Peerless Rubber Mfg. Co., New York.
Power Specialty Co., New York.
Rooksby, E. J., & Co., Philadelphia, Pa.

PACKING, ASBESTOS.
Johns-Manville, H. W., Co., New York.

PAINT—Also see GRAPHITE; also MARINE PAINT.
Dixon, Jos., Crucible Co., Jersey City, N. J.
Toch Bros. New York.

PATENT ATTORNEYS—See ATTORNEYS, PATENT.
PETROL ENGINES—See GASOLINE ENGINES.

PHOSPHOR BRONZE CASTINGS.
Griscom-Russell Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.

PILING—STEEL.
Lackawanna Steel Co., Buffalo, N. Y.

PIPE COVERING—See NON-CONDUCTING COVERING.

PIPE CUTTING AND THREADING MACHINES.
Niles-Bement-Pond Co., New York.

PIPE FLANGES—See FLANGES.

PIPE UNIONS.
Dart, E. M., Mfg. Co., Providence, R. I.
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
National Tube Co., Pittsburg, Pa. .
Powell Co., The, Wm., Cincinnati, Ohio.

PIPE WRENCHES.
McNab & Harlin Mfg. Co., New York.
Williams & Co., J. H., Brooklyn, N. Y.

PLANERS, STANDARD METAL WORKING AND ROTARY.
Niles-Bement-Pond Co., New York.

PLANERS, SHIP PLATE.
Niles-Bement-Pond Co., New York.

PLANIMETERS.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.
Star Brass Mfg. Co., Boston, Mass.

PLATE-BENDING ROLLS.
Niles-Bement-Pond Co., New York.

PLUMBAGO—Also see GRAPHITE. __ 3
Dixon, Jos., Crucible Co., Jersey City, N. J.

PLUMBING—Also see CHANDLERY STORES.
Davidson, M. T, Co., New York.
Sands, Alfred B., & Son Co., New York.

PNEUMATIC SEPARATORS.
Griscom-Russell Co., New York.
Sturtevant Co., B. F., Hyde Park, Mass.

PNEUMATIC TOOLS—Also see AIR COMPRESSORS.
Independent Pneumatic Tool Co., Chicago and New York.

POPPET VALVES—See VALVES.
BONE a CYLINDER BORING BARS—See CYLINDER BORING

PORTABLE DRILLS.
General Electric Co., Schenectady, N. Y.
Stow Mfg. Co., Binghamton, N. Y.

POWER PUNCHES AND SHEARS—See TOOLS, MACHINE.

PRESSURE REGULATORS.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
Lytton Mfg. Corp., Franklin, Va.
McNab & Harlin Mfg. Co., New York.
Powell Co., Wm., Cincinnati, Ohio.
Star Brass Mfg. Co., Boston, Mass.
Watertown Specialty Co., Watertown, N. Y.

PRODUCERS—See MARINE GAS PRODUCERS.

PROFESSIONAL CARDS.
Cox & Stevens, New York.
Decker, Delbert H., Washington, D. C.
Donnelly, W. T., New York.
Whitaker, Morris M., Nyack-on-Hudson, N. Y.

PROJECTORS—See SEARCHLIGHTS.

PROPELLER WHEELS.
Donnelly, W. T., New York.
Hyde Windlass Co., Bath, Me.
Roelker, H. B., New York.
Sheriffs Mfg. Co., Milwaukee, Wis.
Trout, H. G., Co., Buffalo, N. Y.

PROPELLING ENGINES—See ENGINES, PROPELLING.

PUMPS.
Alberger Pump and Condenser Co., New York.
Blake & Knowles Steam Pump Works, New York.
Davidson, M. T., Co., New York.
De Laval Steam Turbine Co., Trenton, N. J.
Griscom-Russell Co., New York.
Hyde Windlass Co., Bath, Maine.
Kingsford Foundry & Machine Works, Oswego, N. Y.
Sands, A. B., & Son Co., New York.
Terry Steam Turbine Co., Hartford, Conn.
Wheeler Condenser and Engineering Co., Carteret, N. J.

INTERNATIONAL MARINE ENGINEERING

DE LAVAL

CLASS ‘°C’? TURBINES
Are Safe

is mounted on a separate wheel, rather than upon the
broad rim of one wheel. There are two governors, one
a speed governor and the second an independent emergency
governor which trips a safety shut-off valve. In any case,
damage to wheel case or surroundings is. absolutely pre-
vented by the heavy steel retaining ring. A safety relief
valve is attached to the casing cover. Made in all sizes
suitable for the driving of power plant auxiliaries.

Send for Special Booklet G 46

DE LAVAL,

Steam Turbine Company No. 76-B
New Jersey

Ts shaft is exceptionally large and each row of buckets

Trenton

PROFESSIONAL CARDS

COX & STEVENS

Consulting Engineers, Maval Hrcbitects,
Marine Engineers

VESSELS SURVEYED MARINE INSURANCE
AGENTS FOR SALE AND CHARTER VESSELS OF ALL CLASSES

35 WILLIAM STREET Telephone 1375 Broad NEW YORK

WILLIAM T. DONNELLY
Consulting Engineer and Waval Architect

17 BATTERY PLACE, NEW YORK

DESIGNER OF FLOATING DRY DOCKS si1£EeL anp woop

PLANS ON HAND FOR DOCKS FROM 1,000 TO 10,000 TONS
Write for information on Mechanical Lift Dock for Small Vessels

MORRIS M. WHITAKER

Maval Hrcbitect

NYACK-ON-HUDSON, N. Y.

SPECIALIST IN THE DESIGN OF VESSELS PROPELLED BY
INTERNAL COMBUSTION MOTORS

Wheeler Condenser & Engineering Co.

Surface Condensers, Feed Water Heaters, Centrifugal Pumps
Rotative Dry Vacuum Pumps, ‘““EDWARDS” Air Pumps

Supplies and Repairs for Marine Machinery at Short Notice
Ask for Literature Carteret, N. J.

When writing to advertisers please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, 1912

We would esteem it a privilege to answer any
question that may arise in regard to

JEFFERY’S MARINE GLUE

L. W. FERDINAND & CO., 201 South St., Boston, Mass., U.S.A.

Simplex means quality, the quality that has
stood the test, the “customers test,’’ the test
that means hard work well done.

SIMPLEX ELECTRIC HEATING CO.

CAMBRIDGE, MASS.
MONADNOCK BLOCK

ONE

Hayward
Hand Grenade

Thrown On a Fire
Promptly is Enough
The cheapest, simplest and hand-
iest form of fire extinguisher on the
market for steam and sailing craft.

GOOD UNTIL USED. NOT AFFECTED BY
CLIMATIC OR TEMPERATURE CHANGES

Used by U.S. Navy and leading Steamship lines. ~
Send For Booklet

S. F. HAYWARD & CO., 39,PARK PLACE

We use HEMP ROPE exclusively

in the manufacture of our

It spins a thread of greater length.

It drives better.

It is more economical.

It lasts longer than other Oakum on
the market.

You can demonstrate these facts by a trial.

WRITE FOR PRICES

W. O. Davey & Sons

170 Laidlaw Ave. Jersey City, N. J.

PUMPS, DREDGING.
Terry Steam Turbine Co., Hartford, Conn.

PUMPS, MARINE GLUE.
Ferdinand, L. W., & Co., Boston, Mass.

PUNCHING MACHINES AND SHEARING MACHINES, HYDRAULIC
POWER AND HAND.

Niles-Bement-Pond Co., New York.

PYROMETERS.
H. & M. Division of the Taylor Instrument Cos., Rochester, N. Y.

QUADRANT DAVITS—See DAVITS.
RAFTS—See LIFE BOATS AND RAFTS.

RAILWAY DRY DOCKS.
Crandall Engineering Co., East Boston, Mass.

RANGE FINDERS.
Nicholson Ship Log Co., Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

RANGES.
Sands, A. B., & Son Co., New York.

RASPS.
Nicholson File Co., Providence, R. I.

REAMERS.
Morse Twist Drill & Machine Co., New Bedford, Mass.

REAMERS—PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.

RECORDING COMPASSES.
Nicholson Ship Log Co., Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

REDUCING VALVES—See VALVES.

REDUCING WHEEL.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.

REFLEX WATER GAUGES.
Jerguson Gage & Valve Co., Boston, Mass.

REFRIGERATING ENGINEERS—See ENGINEERS, CONSULTING.

REFRIGERATING PLANTS.
Brunswick Refrigerating Co., New Brunswick, N. J.
Roelker, H. B., New York.

REGRINDING VALVES—See VALVES.

RELEASING GEAR,
Welin Marine Equipment Co., Long Island City, N. Y.

RELIEF VALVES—See VALVES.

REVOLUTION COUNTERS.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.

RHEOSTATS.
General Electric Co., Schenectady, N. Y.
Simplex Electric Heating Co., Cambridge, Mass.

RIGGING—See WIRE ROPE.

RIVER BOATS—Also see SHIPBUILDERS AND DRY DOCK COS.
Marine Iron Works, Chicago, III.
Merrill-Stevens Co., Jacksonville, Fla.
Ward, Chas., Engineering Works, Charleston, W. Va.

RIVETS.
Champion Rivet Co., Cleveland, Ohio.

RIVETING MACHINES, HYDRAULIC AND STEAM POWER.
Independent Pneumatic Tool Co., Chicago and New York.
Niles-Bement-Pond Co., New York.

RIVETERS, PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.

ROLLER BEARINGS—See THRUST BEARINGS.

ROLLS, BENDING AND STRAIGHTENING.
Niles-Bement-Pond Co., New York.

ROOFING PAINTS.
Ferdinand, L. W., & Co., Boston, Mass.

ROPE—Also see WIRE ROPE, TRANSMISSION ROPE, and MANILA
AND SISAL ROPE.
Columbian Rope Co., Auburn and New York.
Durable Wire Rope Co., Boston, Mass.
Griscom-Russell Co., New York.
Phosphor-Bronze Smelting Co., Ltd., Philadelphia, Pa.
Plymouth Cordage Co., North Plymouth, Mass.

ROTARY BLOWERS—See BLOWERS.
ROWBOATS—See LAUNCHES AND YACHTS.

RUBBER BELTING.
Hayward, S. F., & Co., New York.

RUBBER GOODS—Also see Packing—Also see INTERLOCKING
RUBBER TILING.
Griscom-Russell Co., New York.
Hayward, S. F., & Co., New York.
New York Belting & Packing Co., Ltd., New York.
Peerless Rubber Mfg. Co., New York.

RUBBER MATTING CEMENT.
Ferdinand, L. W., & Co., Boston, Mass.

RUBBER TILING—See INTERLOCKING RUBBER TILING.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I9I2

INTERNATIONAL MARINE ENGINEERING

RUBBER VALVES—See VALVES, RUBBER.
SAFETY VALVES—See VALVES.
SANITARY FITTINGS—See PLUMBING.
SANITARY PUMPS—See PLUMBING.
SEARCHLIGHTS. }
Getersipisiecerie| Coneschenecad NNSA?
SENTINEL VALVES—See VALVES.
SEPARATORS—PNEUMATIC—See PNEUMATIC SEPARATORS .

SHAFTING—HOLLOW, SEAMLESS STEEL.
National Tube Co., Pittsburg, Pa.

SHAFT STEEL—See STEEL SHAFTING.

SHALLOW-DRAFT RIVER BOATS—See RIVER BOATS. Also
SHIPBUILDERS AND DRY DOCK COMPANIES.

SHEARING MACHINES, HYDRAULIC, STEAM POWER AND HAND.

Niles-Bement-Pond Co., New York.
SHEATHING METAL—See YELLOW METAL; also BRASS AND
COPPER.

SHEETING, ASBESTOS.
Johns-Manville, H. W., Co., New York.

SEE eee eS AND DRY DOCK COMPANIES—See also RIVER

Bath Iron Works, Bath, Maine.

Fletcher, W. & A., Co., Hoboken, N. J.

Fore River Shipbuilding Co., Quincy, Mass.
Krajewski-Pesant Corporation, Havana, Cuba.
Marine Iron Works, Chicago, IIl.

Marvel, T. S., Shipbuilding Co., Newburg, N. Y.
Merrill-Stevens Co., Jacksonville, Fla.

Newport News Shipbuilding & Dry Dock Co., Newport News, Va.
Seattle Construction & Dry Dock Co., Seattle, Wash.
Tietjen & Lang Dry Dock Co., Hoboken, N. J.

Ward, Chas., Engineering Works, Charleston, W. Va.

SHIP CHANDLERS—See CHANDLERY STORES.
SHIP ELEVATORS—See MARINE ELEVATORS.

SHIP FITTINGS.
Ferdinand, L. W., & Co., Boston, Mass.
Griscom-Russell Co., New York.

SHIP GLUE—See MARINE GLUE.

SHIP LOGS AND SPEED INDICATORS.
Schuette Recording Compass Co., Manitowoc, Wis.

SHIP STORES—See CHANDLERY STORES.
SHIPYARDS—See SHIPBUILDERS.
SHOWER BATHS—See PLUMBING.

SLOTTING MACHINES.
Niles-Bement-Pond Co., New York.

SMOOTH-ON.
Smooth-On Mfg. Co., Jersey City, N. J.

SOOT BLOWERS.
Diamond Power Specialty Co., Detroit, Mich.

SPEED INDICATORS FOR SHIPS, YACHTS AND MOTOR BOATS.
Schuette Recording Compass Co., Manitowoc, Wis.

SPRINGS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

STEAM ACETYLENE LIGHTING SYSTEMS.
Milburn, Alex. C., Co., Baltimore, Md.

STEAM ENGINE INDICATORS—See INDICATORS.
STEAM ENGINES—See ENGINES.

STEAM GAUGES.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
Lytton Mfg. Corp., Franklin, Va.
McNab & Harlin Mfg. Co., New York.
Powell Co., Wm., Cincinnati, Ohio.
Star Brass Mfg. Co., Boston, Mass.

STEAM HAMMERS.
Niles-Bement-Pond Co., New York.

STEAM AND HOT-BLAST APPARATUS.
American Blower Co., Detroit, Mich.
Sturtevant Co., B. F., Hyde Park, Mass.

STEAM PUMPS—See PUMPS.

STEAM SEPARATORS.
Griscom-Russell Co., New York.

STEAM SPECIALTIES.
Alberger Pump and Condenser Co., New York.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co.. Boston, Mass.
Diamond Power Specialty Co., Detroit, Mich.
Griscom-Russell Co., New York.

All Lubricant—No Waste

Is a great friction reducer, as has been shown in both im-

partial tests and actual service. It is made of pure, natural
materials. TRY ALBANY GREASE AT OUR EXPENSE.

A liberal sample, an Albany Grease Cup and our new book,
“Death to Friction,”’ will be sent free of charge to MAKE
GOOD our claims, on receipt of your name

and address.
At your dealer—if not, order direct

Albany Lubricating Company

708-710 Washington St., New York

Twist Drills and Tools

Marine Engines require high class tools in their con-
struction. ‘Morse’’ Tools are in every way adequate.

Morse Twist Drill and Machine Co.
NEW BEDFORD, MASS.

F you have a boat, or are about to
build one, to be used for freight, pas-
senger, fishing, or any other commer-
cial purpose, requiring from 20 to 500
horsepower, there is no possible econ-
omic reason to justify your using any

power but PRODUCER GAS.

Our Marine Producer Gas Power Plants oper-
ate at a cost which is by actual comparative
tests 859 cheaper than gasolene, 65% cheap-
er than steam. Daily operation on scores of
boats has proved this; your boat will prove
no exception.

Then again, gas power is notably safe, re-
ducing insurance to a minimum. Our plants
need attention but a few minutes every two
hours. Their weight is half that of a steam
plant, and they require but half the space.

Could you ask more?
Address:
MARINE PRODUCER GAS POWER COMPANY
: 2 Rector Street, New York City

Branches: Allen W. Fulton & Co.,514 East Pratt St., Baltimore, Md.
Tne H.E. Ploof Machinery Co., 20 No. Ocean St., Jacksonville, Fla.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

The Bronze Spherical Seats
in combination with Malle-
able Pipe Ends give the

DART

PATENT UNION

a distinctive feature which
has been unequalled. It is
the acknowledged leader.

E.M. DART MFG. CO.
Providence, R. I.
FAIRBANKS C0, & BRANCHES, Distributors

Canadian Factory
DART UNION CO., Ltd.
Toronto

KATZENSTEIN’S

Metallic Packings

Of different designs for stuffing
boxes of engines, pumps, etc

Flexible Tubular Metallic
Packing for Slip Joints
on Steam Pipes .....

L. KATZENSTEIN & CO.

General Machinists’ and
Engineers’ Supplies ...

358 West St., New York, U. S. A.

THE ONLY

Propeller Thrust

FOR HIGH SPEED

Bantam Anti-Friction Co.

BANTAM, CONN., U. S. A.

WE MAKE THE BEST

erguson Gage & Valve Co., Boston, Mass.
unkenheimer Co., Cincinnati, Ohio.
Lytton Mfg. Corp., Franklin, Va.
cNab & Harlin Mfg. Co., New York.
National Tube Co., Pittsburg, Pa.
Powell, Wm., Co., New York.
Power Specialty Co., New York,
Schutte & K6rting Co., Philadelphia, Pa.
Star Brass Mfg. Co., Boston, Mass.
Tillotson Humidifier Co., Providence, R. I.
Watertown Specialty Co., Watertown, N. Y.

STEAM SUPERHEATERS.,
Babcock & Wilcox Co., New York.
Power Specialty Co., New York.

STEAM TRAPS.
American Blower Co., Detroit, Mich.
Griscom-Russell Co., New York.
Lytton Mfg. Corp., Franklin, Va.
National Tube Co., Pittsburg, Pa.
Schutte & K6rting Co. piuladelphis: Pa.
Sturtevant Co., B. F., Hyde Park, Mass.
Tillotson Humidifier Co., Providence, R. I.

STEAM TURBINES.

lberger Pump and Condenser Co., New York.
Bath lron Works, Bath, Maine.
Bryant-Bery Steam Turbine Co., Detroit, Mich.
De Laval Steam Turbine Co., Trenton, N. J.
Fletcher, W. & A., Co., Hoboken, N. J.
Fore River Shipbuilding Co., Quincy, Mass.
General Electric Co., Schenectady, N. Y.
Kerr Turbine Co., Wellsville, N. Y.
Parsons Marine Steam Turbine Co., New York.
Terry Steam Turbine Co., Hartford, Conn,

STEAM TURBINE DYNAMOS.
De Laval Steam Turbine Co., Trenton, N. J.
General Electric Co., Schenectady, N. Y.

STEAMERS, LIGHT-DRAFT, RIVER—See RIVER BOATS.

STEEL BALLS.
Bantam Anti-Friction Co., Bantam, Conn.

STEEL SHEET PILING.
Lackawanna Steel Co., Buffalo, N. Y.

STEEL VALVES—See FORGED STEEL VALVES.

STEEL, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

STEERING GEARS.
American Engineering Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.

STEERING ENGINES.
American Engineering Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.
Lidgerwood Mite: Co., New York.
Sheriffs Mfg. Co., Milwaukee, Wis.

STEERING WHEELS.
American Engineering Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.

STOP COCKS—See VALVES.
STOVES—See RANGES.
STRAIGHTENING ROLLS—See ROLLS.

SUB-MARINE PAINT.
Toch Bros. New York.
SUPERHEATERS—See STEAM SUPERHEATERS.

SUPERHEATER TUBES,
National Tube Co., Pittsburg, Pa.

SURFACE CONDENSERS—See CONDENSERS.
SWITCHBOARDS—See ELECTRICAL INSTRUMENTS.
TACKLE BLOCKS—See BLOCKS.

TANKS—COPPER, GALVANIZED IRON.
Griscom-Russell Co., New York.
Sands, A. B., & Son Co., New York.

TARPAULINS.
Wilford Cloth Co., New York.

TEAK—See LUMBER.
THERMOMETERS—FOR EVERY PURPOSE.

H. & M. Division of the Taylor Instrument Cos., Rochester, N. Y.
THREADING AND CUTTING MACHINES—See PIPE CUTTING AND

THREADING MACHINES.
THROTTLE VALVES—See VALVES.
THRUST BEARINGS.
Bantam Anti-Friction Co., Bantam, Conn.
TILING—See INTERLOCKING RUBBER TILING.

TOILET ACCESSORIES.
Sands, A. B., & Son Co., New York.

TOOLS, MACHINE.
Niles-Bement-Pond Co., New York.
Stow Mfg. Co., Binghamton, N. Y.

TOOLS, MACHINISTS’ AND CARPENTERS—See BENCH TOOLS.

TOWING HOOKS AND CHOCKS.
American Engineering Co., Philadelphia, Pa.

TOWING MACHINES. | . :
American Engineering Co., Philadelphia, Pa.

TRANSMISSION ROPE—See ROPE.

TRAPS—See STEAM TRAPS.

TUBES—See BOILER TUBES; also BRASS AND COPPER.
TUBE CLEANERS—See BOILER-FLUE CLEANERS,
TUBE CUTTERS—See BOILER TUBE CUTTERS.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I9I2

DECEMBER, I9QI2 INTERNATIONAL MARINE ENGINEERING

TUGS—See SHIPBUILDERS.

TURBINES—See STEAM TURBINES. ELEPHANT BRAND THE PHOSPHOR BRONZE SMELTING C0.

TURNING ENGINES. 2200, WASHINGTON AVENUE, PHILADELPHIA, PA.

American Engineering Co., Philadelphia, Pa. A “apf ; iS
TURRET LATHES—See LATHES, TURRET. : ‘ 1 ELEPHANT BRA N D Lesf ber Bronye

TWINE—See ROPE—Also CORDAGE. INGOTS, CASTINGS, WIRE, SHEETS, RODS, Etc.

Columbian Rope Co., Auburn, N. Y. _— =

Plymouth Cordage Co., North Plymouth, Mass. DELTA METAL “rik
TWIST DRILLS IN BARS .FOR FORGING AND: FINISHED RODS
* » L 1 , 4 .

Morse Twist Drill & Machine Co., New Bedford, Mass. ORIGINAL AnD SoLe Makens IN THE U. S:

UNIONS—See PIPE UNIONS.

VACUUM GAUGES—See STEAM GAUGES. ) The Invincible Nozzle

VACUUM TRAPS. ie
Griscom-Russell Co., New York.

: icon
Lytton Mfg. Corp., Franklin, Va. Fire Department Supplies 9 + HY,

VALVES—Also see RUBBER VALVES AND WATER VALVES. \\
American Steam Gauge & Valve Mfg. Co., Boston, Mass. ANDREW J. MORSE & SON
penton Valve re Boston seas INCORPORATED
riscom-Russe o., New York. ‘ 221 HIGH ST. :
erenson Gage & Valve Co., Boson Mass. \ 4; 1 BOSTON, MASS
unkenheimer Co., Cincinnati, io. »
Lytton Mfg. Corp., Franklin, Va. .
McNab & Harlin Mfg. Co., New York. ~ D IV l i G A P P AR AT US
National Tube Co., Pittsburg, Pa. ;
Powell, Wm., Co., Cincinnati, Ohio.
Power Specialty Co., New York.
Schutte & K6rting Co., Philadelphia, Pa.
Star Brass Mfg. Co., Boston, Mass.

VALVES — BALANCED THROTTLE VALVES AND QUADRANT
VALVES FOR SHIP ENGINES.

Schutte & KGrting Co., Philadelphia, Pa.
‘VALVES, WATER.

Continental Iron Works, Brooklyn, N. Y.

erguson Gage & Valve Co., Boston, Mass.

unkenheimer Co., Cincinnati, Ohio.

VANADIUM.

American Vanadium Co., Pittsburg, Pa.

VANADIUM STEEL.
American Vanadium Co., Pittsburg, Pa.

VENTILATING FANS— See BLOWERS | UNITED STATES METALLIC PACKINGS

atrern SAER & Son Co., New York
ands, 5 9 on 0., ew ork.
VERTICAL PUMPS—See PUMPS. For Piston Rods and Valve Stems of Main and Auxiliary Engines

VOLTMETERS—See ELECTRICAL INSTRUMENTS.
WATER CLOSETS—PUMP WATER CLOSETS—See PLUMBING. _., THE UNITED STATES METALLIC PACKING COMPANY

WATER COLUMNS.
American Steam Gauge & Valve Mfg. Co., Boston, Mass. . PHILADELPHIA AND CHICAGO
qeceason Gage & Valve Co., Boston, Mass.
cNab & Harlin Mfg. Co., New York.
Lunkenheimer Co., Cincinnati, Ohio.
National Tube Co., Pittsburg, Pa.
Star Brass Mfg. Co., Boston, Mass.
Watertown Specialty Co., Watertown, N. Y.

T. S. MARVEL SHIPBUILDING CO.

Jerguson Gage & Valve Co., Boston, Mass. i
Lunkenheimer Co., Cincinnati, Ohio. and
McNab & Harlin Mfg. Co., New York.

National Tube Co., Pittsburg, Pa.
NEWBURG, N. Y.

AIR AND GAS
COMPRESSORS

THE NORWALK IRON WORKS
SOUTH NORWALK, GCNN.

Watertown Specialty Co., Watertown, N. Y.
WATERPROOF CANVAS—See CANVAS, WATERPROOF.
WATERPROOF LIQUID CEMENT.

Ferdinand, L. W., & Co., Boston, Mass.
WATERPROOF LIQUID GLUE.

Ferdinand, L. W., & Co., Boston, Mass. O
WATERPROOF PAINT, A K U M

Dixon, Joseph, Crucible Co., Jersey City, N. J.
pee ee t. W., & Co., Pee MvecH y BA LTI M O R E OAKUM CO.
WATERTUBE BOILERS—See BOILERS. BALTIMORE, MD.
WATER VALVES—See VALVES, WATER. Manufacturers of Hygrade
WHARF DROPS.

American Engineering Co., Philadelphia, Pa. MARINE AND PLUMBERS’ OAKUM
WHISTLES. For sale everywhere by all dealers. Established 1872

American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.

Lunkenheimer Co., Cincinnati, Ohio.

McNab & Harlin Mfg. Co., New York.

Powell Co., The Wm., Cincinnati, Ohio.

Star Brass Mfg. Co., Boston, Mass.

Wheel Problems

Se CHEER Tell CoueNews York oN requi ial
riscom-Russell Co., New York. ’ ‘ Z re
Phosphor-Bronze Smelting Co., Philadelphia, Pa. y a O Sieera
WINDLASSES. attention.
American Engineering Co., Philadelphia, Pa. \\ ;
Hyde Windlass Co., Bath, Me. Write to us

Lidgerwood Mfg. Co., New York.
WINCHES—See WINDLASSES. XN

WIRE ROPE mn
American Engineering Co., Philadelphia, Pa. e) Z H. G.
= Trout Co.

Durable Wire Rope Co., Boston, Mass. i \arl
Phosphor-Bronze Smelting Co., Ltd., Philadelphia, Pa. :
WEI VANA EOE eNO J _
merican Vanadium Co., Pittsburg, Pa. Z BUFFALO N Y
\ \ 9 e °

WOOD SAWS—PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.

WRENCHES—Also see PIPE WRENCHES.
McNab & Harlin Mfg. Co., New York.
Williams & Co., J. H., Brooklyn, N. Y.

YACHT GLUE—See MARINE GLUE.
YACHTS—See LAUNCHES AND YACHTS; also SHIPBUILDERS.

Propeller Wheels
and Engines

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

DECEMBER, I9I2

SIZER FORCE COMPANY

HOME OFFICE AND WORKS---BUFFALO, N. Y.

MARINE

MISGELL

FORGINGS

ANY WEIGHT---ANY FINISH---ANY MATERIAL

INDEX TO ADVERTISERS

PAGES
ALBANY LUBRICATING CO., New York. xe 53
ALBERGER PUMP AND CONDENSER CO., New York............ 21
ALMY WATER TUBE BOILER CO., Providence, R. I.............. 22
AMERICAN |BLOWER CO., Detroit, Mich.......................00 44
AMERICAN BUREAU OF SHIPPING, New York.................- 38
AMERICAN ENGINEERING CO., Philadelphia, Pa................. 45

AMERICAN STEAM GAUGE & VALVE MFG. CO., Boston, Mass.,
Outside Back Cover

ASN) Rut CANN SAV/AUNZAUD LUViag © © Sap itts bine hy ba eee ee 7
INSISUROIN, WINNS, (COL, IOS, WEG ooodgocec0cccK0CKE Inside Front Cover
ASIENMD UL, Ce IPSS, item, Iam, oo ooucboasescus0co0uvac008 31
ASPINALL’S PATENT GOVERNOR CO., Liverpool, England 32
INTIAONGONAIRIVADILILID, CO, Illy ean, Is Yooocoocnvasacoun0g0a0a00 37
ANUP ECOMPAN Vere hiladelphiageRawerieyiiiieiiicoe a iereleiie rerio 20
JEVNISXCIOLCI< Co \WABE(CKOD IS (CO), INGLY WOE no gogubboneg0000000000000050 24
BALD RANCHORS CONNGhesterSpR avrerreptenacrercte esses Sto nee ere BS7/
BAT DIM OR ROAKUIMEC Os mBaltimore midi nrerereninrieinier 55
BANTAM ANTI-FRICTION CO., Bantam, Conn.................... 54
TEYNADISE IOSYOINT \WVOMUKS} WE, IMENIIOs ooo cp cad 0b00Sd000C 000000000000 34
BIDDLE HARDWARE CoO., Philadelphia, Pa. p Siedeeiten mee
BLAKE & KNOWLES STEAM PUMP WORKS, New York......... 26
BOURSEAVLHIE as ehiladelp hiass Laminin initio iaiercia ier eee 36
BRIDGEPORT MOLORSCOsE Bridgeport Conte Eee eee 35
BRITISH MANNESMAN TUBE CoO., LTD., London, England....... 30
BROWN, AR-CLHUIRER ond ont nelan dinner en err 33
BRUNSWICK REFRIGERATING CO., New Brunswick, N. J....... 46
BRYANT-BERY STEAM TURBINE CO., Detroit, Mich..........%. 42
ISROMCINOVNUNVOIEID), Wie IPS, IANO), iia, label, ooooscaccbnodo00000 —
CALI ENDER TS COs GlieMeel LD slondon wre nglands se ee 33
CARELS FRERES, Ghent, Belgium; and New Vork................. 39

CARTS E RSE LHoUN @Ha COPE CincinnatimOhionee Eerie 17
CEDERVALL & SONER, F. R., Gothenburg, Sweden................ 28
CHAMPIONSR Vibe COPaCleveland sO hiosereeeeieeieteeeiciie iets 17

COLUMBIAN ROPE CO., Auburn and New York
Below Table of Contents, in Front of Magazine

CONTINENTAL IRON WORKS, Brooklyn, N. Y.................... 20
COOKS SONGS, ADVAMEG INemR WO! op cgo00c0b00d00000s0000000000000 53
CO-OPERATIVE PUBLISHING CO., Baltimore, Md....................... 17
COXV& STEVENS INew SWorkin pricier criseDniotn cic ciao. 51
CRANDALL ENGINEERING CO., East Boston, Mass.........°.... 37
DY AMIY IWONE, CO, 195 IMG, IARI, 1 Mosccocococancc0d0000000060 54
DYING, Wo Oy ©2 SONG, Esa Cay Wh Yoooscsococoscccc0cc0ucuKs 52
IDVANADDISXOINT, IME, 304, COs, WEA WOE ooo00000000000000000000000000000 49
DECKER, DELBERT H., Washington, D. C............. elon Porevarsestcr Ne 57
DERCAVAI SLE AViGeh UiRBEN HE COnmDrenton New) pitti ieiierrine 51
DEXINE PATENT PACKING & RUBBER CO., LTD., Stratford,
Tondonsrnrlandeepes soccer eneeeeceeee reece een eeernn rr 31
DIAMOND POWER SPECIALTY CO., Detroit, Mich............... 57
DID COW, CHAGOO, CO, JOS, lemay Cie, We Jo soocccacp000000000 9
DONNELILW, WackanNew Workin reac cisetoe sin renee 35 and 51
DURABLE WIRE ROPE CO., Boston, Mass.......................- 38
IDININD, WKOVNACID, COL, IBS, IBscoagodo0cc aces ogo oo 0c 00 can SoNeODD0NE 48
EUREKA FIRE HOSE MFG. CO., New York...................... 45
TNOPUDNONPANPID) 2 COL, We Wray Osa, WEEE cosbagcco0 00 cc 0000000080 52
IMILJOUNSISHOI (COL, WE &3 Aon 1AM, Whe Yooscooacc00000b0000000000 34
FORE RIVER SHIPBUILDING CO., Quincy, Mass................. 34
FUMIGATING AND FIRE EXTINGUISHING CO. OF AMERICA
INKSi7 SA Son cba odd DODO DODO DOD OD DODO DODD ND OO LOODDDODODOBDOONCOONNN 36

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

DECEMBER, I912 INTERNATIONAL MARINE ENGINEERING

PAGES

GENERAL ELECTRIC CO., Schenectady, N. Y. 66 e 99
Page facing leading article in front Diamond Soot Blowers

GREENWOOD & BATLEY, LID., Leeds, England.................. 30 —
GRISCOM-RUSSELL CO., New Vork..........................---.. 22 |] are saving the coal-cost on the very ey
foremost ships of every class. ne

The largest bulk freighter in the world
—the Col. James M. Schoonmaker—has

H. & M. DIVISION OF TAYLOR INSTRUMENT COMPANIES, a ‘‘Diamond”’ on every boiler. The larg-

ochesterN ee Vieeiiereieieteiciietictheitciieirerciateleietendstcletclercicnslerel sic 49 ext} passenger iow on nie Cxaony: baveee
ATAWARID & GO G Wy Nery Werleocccgso cove vva0oasavassnsaonoac 52 iviitdtiava—aoclll heres OF ot noes
1sQoyYNNst G2 COL, AND, Ion, IEG oo o0cn00 00 c0000000000000600 31 NON 8 $
HUTCHINSON, RIVINUS & CO., Philadelphia & New York.......... 17 :
HYDE WINDLASS CO., Bath, Me..........--..--+-- Inside Front Cover —for your marine

boilers

you should specify this

INDEPENDENT PNEUMATIC TOOL CO., Chicago and New York 45 new front-end design

ISSA IOLOIO, To Woy ILomcom, MAb ooobongcc00000000000000000000 7) Diamond Soot Blower.
It will save coal-cost for you.
JERGUSON GAGE & VALVE CO., Boston, Mass................-+- 26 By mechanically
JOHNS-MANVILLE CO., H. W., New Vork.............00.0.000005 16 keeping soot off the
heating surfaces, it will
save boiler-cost too.
KATZENSTEIN & CO., L., N BV or kessvepersfeesieie tes lege ss visacteley svvisvee as eceleve 54 .
E E ae oe —showing how simple is the working of this Write for your copy
TDI TOPUIONID, COy, Walleye, Wo Woososcuccoonc000c0ennGuED00ND 46 me DIERAOTE Sot Blower; it cleans both®up- of ‘‘Bulletin 1’’— giving
, take and fire tubes at one operation andisen- | . z
KIND SIN GaP Se & COM Murinseltalypprceyrcteierclercletecersrere one sisi os eee eters 30 hele; ROMOnGEl Inv Guaning UhaSiekaberceor, Ol information—today.
KINGSFORD FOUNDRY & MACHINE WORKS, Oswego, N. Y.... 24
KRAJEWSKI-PESANT CORPORATION, Havana, Cuba............. 32 DIAMOND Power SPECIALTY COMPANY
Soot Blowers for all Standard Boilers
58 First St.. DETROIT, Mich., U.S.A. 134

LACKAWANNA STEEL CO., Buffalo, N. Y

LIDGERWOOD MEG. CO., New York.........
LUNKENHEIMER CO., THE, Cincinnati, Ohio........ Inside Front Cover
IONAMANONY WONG, CORI, Iselin, Was coonc 0000090 00s 00000 0000008000 26
McNAB & HARLIN MEG. CO., New York...............00-eeee ees 23 A
MARINE SLR ONMWORKS i Chicagomlll epee eer PEP EEE nee enneen 44 That Invention
MARINE PRODUCER GAS POWER CO., New York..............- 53 : s :
MARVEL, T. S., SHIPBUILDING CO., New burgh,N. Y............ 55 For information how to do it
MERRILL-STEVENS CO., Jacksonville, Fla......................--. 34 inquire of Delbert Hi. Decker,
IW GODIVA, JN INKoy Weld ak aundado oon 000000000 0.0.0 LOO Oe BO cI ae Enea crn 36 °
MILBURN, ALEX. G. GO., Baltimore, Md................-...---:: 42 goo 8 St., Washington, ID), G
; 5 3
MORSE, ANDREW J., & SON, INC., Boston, Mass..............-- 55 24 years’ experience in Patent
MORSE TWIST DRILL & MACHINE CO., New Bedford, Mass..... 53 and Trade Maker Matters
MOSHER WATER TUBE BOILER CO., New York................ 24
INVA ONVAUCEZIU Bm CO =pPittsburg i laser ne 28 : s
NEWPORT NEWS SHIPBUILDING & DRY DOCK CO., Newport
IRFSCG) WE aon ct ARR celsondics ovcetca eae 34 BALDT STOCKLESS ANCHOR )

NEW YORK BELTING & PACKING CO., New Vork.............. 11 i ()
NICHOLSONSHTVE NCO mePLovid ence Rom lent rr 48 Made of the finest quale
NITES SBEMEN POND) COs) Newmvorkeneenanes asst eess.cl see: 32 ity of open hearth steel,
NORWALK IRON WORKS, South Norwalk, Conn.................. 55 better than forgings

Used extensively by the

United States Navy on
OTIS ELEVATOR CO., New Vork.................... TnsidepBackl Cover their battleships and

cruisers.

fo
Send for Catalogue

PARSONS MARINE STEAM TURBINE CO., New Vork........... 26
PEERLESS RUBBER MFG. CO., New Vork.........00.cs00eeeeeee 18 BALDT ANCHOR CO., CHESTER, PA.
TOMA & CO, WAS), Week, DERE 66 60q000000g009000dd0000000 — : :

When writing to advertisers, please mention INTERNATIONAL MaRINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

Two Famous
Lines

Plymouth Docking Line on S. S. Commonwealth

Among experienced travellers the Fall
River Line holds a reputation, the key-
note of which is service.

The use of

LYMOUTH ROPE

The Rope You Can Trust”

for docking lines contributes an im-
portant share to that result—to hundreds
of similar reputations.

Service depends just as much on things
which insure a safe arrival as upon those
that make for a speedy, comfortable
voyage.

Among the former, Plymouth Docking
Lines have long occupied a place all
their own. Their elasticity, strength
and wearing qualities are famous. Their
reputation is based on service.

NORTH PLYMOUTH, MASS,

THE MARK OF LEADERSHIP Distributing Agents in All Big Ports

DECEMBER, IQI2Z

PAGES
PHOSPHOR BRONZE SMELTING CO., Philadelphia, Pa............ 55
PLYMOUTH CORDAGE CO., North Plymouth, Mass...........- My EDS,
POCATONMASEE UIE DEC © MeN ec Wil (OL kanye 33
POWELL, WILLIAM, CO., THE, Cincinnati, Ohio. .}............... 8
IXO\WADIR SARCIYNUANY CO), INGir WOPkoccogoconounddonon00KnGDDBOOHS 39
ROBB ENGINEERING CO., LTD., South Framingham, Mass....... 47
IVOPDI EAI DI, IE 1th, INGas WEB shoo pc oncc00 00 gduavo0dODdGUCM DO ONONONCS 38
IROOM, 135 Va, €2 CO, WiC, PA sc coconenascg00c00oBbDDNeS 38
INOS) GC KOMNOHDILAD) (COL, WEL WOE cago cocosovovocscmuouDoONEvoOSE 22
SYNNADISS G2 GO (OL, AG 1, ING? WO8eo a oo cp 00000000 000000000000000 47
SCHUETTE RECORDING COMPASS CO., Manitowoc Wis........- , AT
SCHUTTE & KORTING CO., Philadelphia, Pa.....:;............... 20,
SEAMLESS STEEL BOAT CO., LTD., Wakefield, England........... —=
SEATTLE CONSTRUCTION & DRY DOCK CoO., Seattle, Wash.... 34
SHELBY STEEL TUBE CoO., Pittsburgh (See National Tube Co.).... —
SHOR ONNS) WON, (COL, IW eEee, Wiis o5cc0c0cc0c0s0a0000000000000 22
SIMPLEX ELECTRIC HEATING CO., Cambridgeport, Mass........ 52
SIROCCO ENGINEERING CO. (See American Blower Co.).......... —
SISSONMBWasccn CONN yD = Gloticestermse nglandt ane iierirtiernraer —
SIVADIR INOUACID, CGO, PING, ING Yoo0ag00000000000000000000000000000 56
SMITH’S DOCK CO., LTD., Middlesbrough, England...-............... —
SMOOTH-ON MEG. CO., Jersey City, N: J.............-.eceeceeees 28
SMULDERS WharAsfochiedam,sEHolland mentite eerie 29
‘S OAVEIEY RINE Snel on doting lan denen nent tir tertertetcteiers 32
STANDARD CHAIN CoO., Pittsburgh, Pa........ eaters Inside Front Cover
STANDARD MOTOR CONSTRUCTION CO., Jersey City, N. J..... 35
SOYA TYAS IGN, COL, Ie, IME, 4 occa 5000000000000000000000 23
STARRETT (COsmrS:; Athol Massseehesee cece CeCe CLE EEL Cee 8
STOWaME GUC OnsBinghamton | Navan espe ne ey Eee eee 23
SURED EVAN CO Pm Bashe ELLY. dem bankai Viass tent it it tats tartans 21
SULZERSBROSsmWwinterthursowitzerland ccs itrr iii 9
TAYLOR INSTRUMENT COMPANIES, Rochester, N. Y........... 49
TERRY STEAM TURBINE CoO., Hartford, Conn..:... sda eisret oes 10
TIETJEN & LANG DRY DOCK CO., Hoboken, N. J............... 34
TILLOTSON HUMIDIFIER CO., Providence, R. I.................- 25
TODD, “Te: Siw8(COSeNew Works isco eas cine eet eon en eae eR eerie 9
ANOYSIS? IEP NOMMISUDING), INGuZ WOEssaqo00ccd uso coco vc EECOOMODDO GDOOGOHODSG00 I)
TLROUD PHaGnCOlh Buffalo Nusvewierree eterno 55
UNITED STATES METALLIC PACKING CO., Philadelphia, Pa.... 55
VROOMAN SB COn LDDs sPhiladelphiayehartretstilirecreacielerier 45
WALKER, W. G., & SONS, Edinburgh, Scotland.................... _
WARD, CHAS., ENGINEERING WORKS, Charleston, W. Va....... 35
WATERTOWN SPECIALTY CO., Watertown, N. Y...............- 16
WELIN MARINE EQUIPMENT CO., Isong Island City, N. ¥.13 and 15
WERE GUSTO; Schiedam, Holland 3.3 eo eee ee ees 29
WESTON ELECTRICAL INSTRUMENT CO., Waverly Park, Newark,

ING ieootiog000000000000000000000000000000000900900000000000000000 43
WHEELER CONDENSER & ENGINEERING CO., Carteret, N. J.. 51
WHITAKER, MORRIS M., Nyack-On-Hudson, N. Y................ 51
\WWAGLIMOILID) (CILOMNEE CO), ING? MOE 6o0.000000 0000000000 090000000000000000080 9
WiARLILIPAUMG &e (COL, Wo 18k, 1K, ING Wo0000000000006000000000000 50
WILSON, DAVID, PATENT NOISELESS WINCH CoO., Liverpool,

TDA 90606000000000000000000000009005000000000000000000000000 29
WILSON, R. & SONS, South Shields, England ...........000.0000ss00ceee ss
WOLVERINE MOTOR WORKS, Bridgeport Conn.................. 36

ZYNKARA GO., LT'D., Newcastle-on-Tyne,-England.............+++++

When writing to advertisers, please mention INTERNATIONAL MarinE ENGINEERING.

Ne 12. JANUARSG 1912 COU Aa:

NEW YORK, 17 Battery Place LONDON, 31 Christopher Street, E. C.
SUBSCRIPTION PRICE: Domestic, $2.00; Foreign, $2.50.

Be
Open Column Frame
Fore and Aft Compound Triple Expansion

MARINE. ENGINES

M. I. W. Centralized Valve Gear
Stern Paddle-Wheel Engines

MARINE IRON WORKS

CHICAGO, U. S. A.

Designers and Builders of Triple Expansion, Fore and Aft Compound, High Pressure and Stern Paddle-Whee! Machinery

: Steel Framework and Complete Hulls for K.D. Shipment

International . Marine Engineering

wooD
STEAM STEERING
ENGINES

Approved Design
“Best of Materials
Best Workmanship
Strong Reliable
Interchangeabie Parts
More than 34,000 Engines
Automatic Steam steering Engine built and in use.

Lidgerwood Mfg. Co.,96 Liberty St..New York |

ASHTON

POP SAFETY
VALVES

The

QUALITY

ASHTON

| STEAM GAGES

LIDGER

The

ACCURACY
STANDARD STANDARD

No. 17. Style for Superheated Steam

THE ASHTON VALVE CO., Boston, U.S. A.
NEW YORK St. John’s House, London, Eng. CHICAGO

The Battleship “TEXAS,” now under construction for the
United States Navy, will be equipped with
Steam Windlass, Steam Steering Engine and Screw Gear, Steam Coaling
Winches, Electric Capstan, Electric Winch and Ash Hoist Engines
MANUFACTURED BY

HYDE WINDLASS COMPANY, Bath, Me.

This Company is also furnishing Windlasses, Steering Gears and other Auxiliaries for the Battleships
“MORENO” and “RIVADAVIA,” now under construction in this country for the Argentine Republic.

You Can’t Go Wrong

When you specify

Lunkenheimer Oil and Grease Cups

They are made of the highest grade of materials and
are very strong, particularly in the shank, the part sube
jected to the greatest strain.

Jarring of the machinery to which they are attached
will not shaKe them to pieces, nor will it affect the set-
ting of the feed.

All cups are easily filled, and the sight-feeds on the
oil cups are large, permitting the dropping oil to be seen
from quite a distance, and do not easily become oOile
splashed. ; iL

LunkKenheimer line of Oil and Grease Cups is a very
large and complete one, and among them can readily be
found a cup particularly adapted to suit any requirement.

“Most supply houses sell them—yours Can—if they Dont or Wont—tell Us”’

The Lunkenheimer Company

Largest Manufacturers of High-Grade Engineering Specialties in the World

General Offices and Works, Cincinnati, Ohio, U.S.A.

Chicago New York Boston London, S. E.
186 N. Dearborn St. 64-68 Fulton St. 138 High St. 35 Great Dover St.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

International Marine Engineering

JANUARY, 1912

CONTENTS
PAGE
LARGH RUSSIAN VESSELS PROPELLED BY DIESEL ENGINES. Illustrated....J. RENDELL WILSON.......... 1
NAWAIL, AIRCIBOMPACINS) ANID) WUASUON IS; TSIN(GHONISIIRSY AUNINVUZANIL, INUDISANONIES, o5505000000s 5000007500 0000 sn an oa Odor 5
GAS ENGINES: THEIR DESIGN AND APPLICATION.—V...................... EVANEPP ER GYioe sar iN bys oratane: 8
SIIBAME WASUNLIONG WAISSIaILS, lilhnsiwausdl . ocotoouo este ons he 6 oe bole ploiub clin einie a o plore ocr ee onan oereinn eee oe)
PROD WU CHREGCASHONWIE OAGamn ll astratedbeesrttcytic..o 4 ya ct cnaees tila reas ieicecrerey sa styeetthaahed dacs gig aque eine ae eae 11
INFN INANE, Wi SSALS WINIDIEIR CONGSIMNRCCIUOIN TOI Copyver, WblewAWeECl. oooccncencgsnodsnobenG ae SOE es walle
LIGHTERS AND LIGHTERAGE IN FREIGHT TRANSFERENCE. Illustrated..... Sl, IMI@IL, IBUNRDIING..ccocccods. WA
ANBUD, IIRITITUSISL INVAIOIOINVAIL, JB SCIPIRIRIOMORINIUAIL, IVAINNK, oo co coedodanocsudonbdousoune PRoFESSOR H, A. EVERETT.... 18
SIDA “TMIRVANWILIDIRG) SHOR AUNID GWVIGILIL, Jobhsiehachon on oe coos doooscaackcodsbuuedecgumoudeceoe vu euloe come caee lmdty)
SOP IRIDRISAIDINOWGISHS OR GOWIsl AWOSRIICAN BURP OIBIENCS, litbismencl, 550605 60ccxccaccdba0n0ngb0000548 20
DEVELOPMENT OF THE MERCHANT MARINE SHIPBUILDING OF JAPAN......Dr.S. TERANO and M. YuKAwa 24
BIRD Y YB ARS! DEVEL ORME ND IN MERCAN DIVE SHIP CONSTRUCTION... .....S: J. Po THEARLE............. 25
TIBOR WAIROOU INUSMGIS? ILAWINGEL, Whine ienscls sb awssc apace ces c50o boo woud o oH oem so no 5 melee ne cnet erie ee aire 26
RUDIPAIOR IPIL/AINAC Ol? AIST, WNIT) GIVING WVMMULIDSSIUP GMNOMRAGIUN, bls. - os oo co cau osdoncouaedoeouce 27
RUMUUW AW GINGA IDWCEIISS OF IRUCCIEOVOINID, Wbitrigiswaal, . on So ecco coco cu ngobonnnsndoeeoncodbasunouoesuce 28
CRIINSUS IRBPORI Ow WANTS) GINS) GVO AB WIOCIDIONSrs os ooacoacgcconvconcgoonosbvounoupeuudondooboDebbaOUO 29
LETTERS OF INTEREST FROM PRACTICAL MARINE ENGINEERS:
WVAUS CHAR Rl VAL VEG PAR AmmBlULUS trate dpmrey et csyscrs) erasisi ten al sienaieus a ional ile aisidigieiare onan cfelcas ES See ae reer OU)
IDEMEPORARY IRiBPAIR Om An ALANIS IiR’S Wisdaosn Geo. oecococcon ne cvosogaccocbocobovabovbuvocnuuaebuS 30
AM SERIE SEO HMA CCLIDE NTS Smmllistratedmnmrie nm eis ci echo ater ace enn ea eerjeiensc aveleniaiecs « ae Ol
ROOMOMAT RON GNSS), SHROLANTOL Dao u'vio.b b BIS GE OES Chere OIENG OL tole S 0 SGD SLOW le OS TBE cd el BT ATER ne Re ne aS 2
ESE SION MOAN PATE REMINUIE EMBES O TIPE Reet as rycen ae TO oe ee ea ope HSL yd Eno Nuc Su opdnegtoy ad yore ste te 33
JRUBWIUBANY OL IMUARUONI®, AIRIMICILIIS JN IMSS) IBINGIINISIDIRUIONE IPIRITGS. o soso cose cccucc cup osouc nose boousHononbE Oe
THIOIINOMUOAIL, COMMON OG BIN AR a 6.015 6.8 o:0.6..0 cr 4) 0 BLUE cane TE ae ME Ie ERPI IS sc oie rs RIC cy Gx ct UREA TO Gt Ry eo
WWOZIROWIBID BINGIUNBISLUING SPBCUNLIMORS, Iblngswmuecl. onoccsedccceccccsoracncunacuenbaconucocunods Scthta Bae ete Bis
TWIBCON MONE, TOMBE OAIEMOINS,. 5 605 6-6 b ele ec te Seen ree Re ERASE ©) CELA Soa Pepto BS Nea. Heme enn eer VAD
COMMON TTINTIOAIBIOIN « 'o-6. 86 o.g'6 6 0 0.0) 9.5 0:0 6.606 CNG EEL ee Ee pCRe IOI IRR TeteleS eV al cai Areas a Rees Mn ee 9 43
SIILICWITID WUARIONIS, IAIN INS, Tob hnseatecl. nc bc oo a ao sco co va scoasouocosunnec PTE Ue AR MER Ree REBT gee el. Foy 5 44
LONDON : i NEW YORK:

CHRISTOPHER STREET WHITEHALL BUILDING

FINSBURY SQUARE, E. C. 17 BATTERY PLACE

USE COLUMBIAN MANILA ROPE
A Real Rope for Real Work

62 SOUTH STREET
RIVER STREET

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

Examine this photograph taken on board
the ferryboat while one of the engines was
in actual operation.

Note the lack of vibration.

The simplicity of installation.

The small space occupied.

These Type MP. 5 kw. and 12% kw. G. E. Marine Sets were supplied on a
repeat order for the new ferryboat ‘‘Wildwood,” operated by the Pennsylvania
Railroad between Camden and Philadelphia.

G. E. Marine Sets are made in sizes ranging’from 2% to 100 kw.

Further information on request.

General Electric Company

Largest Electrical Manufacturer in the World

Principal Office: Schenectady, N. Y.

SALES OFFICES IN THE FOLLOWING CITIES:

Baltimore, Md. Los Angeles, Cal. Richmond, Va. Bagnall & Hilles, Yoko- -‘General Electric Co. of
Boston, Mass. New Haven, Conn. San Francisco, Cal. hama, Japan New York, 83 Can-
Buffalo, N. Y. New Orleans, La. Seattle, Wash. General Electric Co., non St., London, E.C.,
Chicago, Ill. New York, N. Y. Mitsui & Co., Tokio, (Special Representa- England
Cleveland, O. Philadelphia, Pa. Japan “tive), 23 Water St.,
Detroit, Mich. (Office Portland, Ore. Yokohama, Japan

of Selling Agent). 3277

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, IQ12 INTERNATIONAL MARINE ENGINEERING

a EO TRADE PUBLICATIONS.
xt AMERICA

“too Buffalo Tales” is the title of a little book published by

é m | the Buffalo Gasolene Motor Company, 1209 Niagara street,
ir Buffalo, N. Y. ‘In this little book we seek to repeat a few of
rd the tales Buffalo users have told us concerning their engines.

These statements are not edited. We simply reprint them as

Moet HGConGiicnludnicenalel@on buction Engines m@ | they were told to us, for the most part by men whom we have
f ries never seen, and who know us only by the work our engines are
Burning cheap Liquid Fuel with high flash point. A | doing. Each one of the ‘100 Buffalo Tales’ here told is a

really-truly story. They were picked practically at random.
There are several hundreds more just as good which we will
be pleased to tell you, if you care to hear them. Possibly some
of them are the words of your own neighbors, who will
repeat to you what they have told us concerning Buffalo
efficiency.”

“Nonpareil High-Pressure Coverings” is the title of a
handsomely printed cloth-bound volume of 72 pages, just
issued by the Armstrong Cork Company, Pittsburg, Pa. So
much has been written in recent years regarding the im-
portance of insulating hot pipe lines, boiler breechings and
other heated surface that it is hardly necessary to make ex
tended reference to the subject here. In this, as in any other
field, changed conditions require new methods and new ma-
terials, or at least the adaptation of old methods and materials
to new conditions. Nonpareil high-pressure coverings are
new, but not new in the sense of being untried, as they repre-
sent the result of years of research directed towards the im-
provement of the art of heat insulation. The claim is made in
Reversible Two Stroke Marine Engine is this book that, compared with coverings heretofore in general
use, the Nonpareil coverings are more efficient non-conductors
of heat; that they will withstand temperatures at which the
older coverings will calcine and disintegrate: that they possess

: much greater moisture-resisting power; are just as easy to

‘ apply, and are equally reasonable in first cost. In this book is
reproduced an extended report on the results of condensation

B experiments with Nonpareil high-pressure pipe covering, con-

ducted by W. J. Baldwin, M. E., of New York City. The
WINTERTHUR F j Armstrong Cork Company makes a long line of goods, includ-
; | || AN siisisxene : 8 Beods
» Switzerland : ing life preservers, buoys, yacht fenders, cork floor tiling, cork
board for insulating cold-storage rooms, and other cork special-
ties of every description.

(Engine itself reversible)

It holds them all together

“AMERVAN” and “MASVAN”

FERRO VANADIUM

THE MASTER ALLOYS for producing ANTI-FATIGUE STEEL
THE STEEL OF ULTIMATE QUALITY Elasticity, Strength, Toughness, Endurance

WANADIUM Steel has been proved to be the best and, ultimately, the cheapest steel for all

classes of high duty service, working against shocks, vibrations and fatigue with extra-
ordinary success and endurance. It forges, machines, welds, case-hardens and lends itself to
heat treatment as readily as other steels that do not possess its manifold advantages.

AMERICAN VANADIUM COMPANY

318 Frick Building, Pittsburgh, Penna.
LARGEST PRODUCERS OF VANADIUM ALLOYS IN THE WORLD
THE UNIVERSAL VANADIUM COMPANY, General Agent © New York, London, Paris, Pittsburgh

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, IQ12 _

Oy Oy
Robb-Brady Scotch boilers are described in Bulletin No. 3, «KY ; Ky

published by the Robb Engineering Company, Ltd., South
Framingham, Mass. The catalogue states that the circulation NEW OUTSIDE SPRING CALIPERS
in these marine boilers is positive and rapid without a pump or
other devices, and that the cost is reduced by using two small

shells instead of one large one, and by eliminating the flat top with Patent Rule Attachment

combustion chamber and other expensive staying.

It is so made that zero will al-
ways come in line with one caliper
point—there is only one easy read-
ing to make. When folded back
out of use the rule is held by a
snap-catch.

= mmm «— 9-Inch Fay No. 75

Ks outside calipers with
quick adjusting spring-nut—
4-inch rule graduated to 32nds
and 64ths) Price, ) $2220:
Send for descriptive folder
No. 189.

This is one of the many fine
tools we make. Get the Starrett
274-page catalog. There is mutch

information in it which will be
useful to you.

Send for Catalog 19-L

New outside spring calipers with patent rule attachment
are among the great number of tools described in Catalogue
19-L issued by the L. S. Sterrett Company, Athol, Mass.
These calipers are so made that zero will always come in line
with one caliper point—there is only one easy reading to make.
When folded back out of use the rule is held by a snap catch.

“ys SSUWIOHLY,
Oo tauevis's 7 SHL

Wrenches of all kinds are described in a catalogue issued
by J. H. Williams & Company, 63 Richards street, Brooklyn,
N. Y. This company makes a special size pocket catalogue for
marine engineers, and will send a copy to any of our readers
upon application. “The abundant usefulness of the “Big 6’ set
doesn’t impress you until you are told of their extraordinary
capacity. Seven most important bolt sizes (14 to 34 inch) and
eight most important cap screw sizes (%4 to I inch) are fi SIX
wrenches. The handy canvas carrier- Poll does the rest.”

A very complete catalogue of brass and iron goods has
just been published by the McNab & Harlin Manufacturing
Company, 55 John street, New York. This is a profusely illus-
trated cloth-bound yolume of 372 pages. “In presenting this,
the eleventh edition of our illustrated catalogue to our custom-
ers and the trade, we invite attention to the change in style of
some of the old patterns of valves etc., and to the increase in
the variety of goods which we manufacture, notably: Extra ~-< SE ee eae
heavy iron body globe and angle valves, outside screw and S al
yoke iron body gate valve, indicator posts, iron body Jenkins | |

lisk valves, s and check valves bined, oil ¢ Zi
SOUES, 6oh GOEL, lye Motte SuAn HOMES, Clee alto Go tne ‘et THE L. S. STARRETT CO.

that we have eliminated goods not of our manufacture which

it has been our custom to illustrate in former editions, with the ATHOL, MASS., U.S.A.

exception of malleable iron fittings and pipe. Steam pressures NEW YORK,150 Chambers St. CHICAGO, 17 No. Jefferson St.
have increased, making it necessary to meet the new require- LONDON. 36 and 37 U Th St.. E. C

ments. It has been our aim to keep fully in touch with the siege Mee Samay hate ae Na:

needs and demands of the trade, and we have adapted our
patterns and machinery to meet this condition. We have
endeavored to preserve the character of our goods by keeping
them fully up to our well-known standards, believing that
there will always be a legitimate demand for high-class stand-

ard goods, both in desion and quality, sufficient +0 warrant the The Powell PILOT

advanced price over competition goods, made necessary by the

superior quality of the goods. We have increased our plant Brass-Mounted GateValve

very materially and installed most modern machinery for turn-

ing out our product in the most improved manner and with the rons UW aN A Double Disk Iron body
least possible delay; and we wish to emphasize the fact that Se : i) yy Gate Valve for medium
we carry a large complete stock of all staple goods at our fac- = \ pressures. The body is |
tory at Paterson, N. J., but 16 miles from New-York, thus strong and compact with
insuring prompt shipments of all orders.’ heavy lugs carrying ee
Rockford planers are described in a catalogue just issued : bolts E. ‘The stud oles,

ap : i in lugs of bonnet cap A
by Joseph T. Ryerson & Son, Chicago, Ill. ‘Modern methods Roe eRe?
; i i i being accurately drilled to
of shop practice and the present extensive use of high-speed : !

= template, permit the valve

tool steels have caused an important era in the history of d

machine tools. Degrees of speeds and loads regarded as j toy berasscrn pled sony gel

chin S, grees of speeds and loads regarded as im- way. No matter how you
possible a few years ago are now being used constantly, and to

one: 4 handle it after taking apart,
meet these changed conditions such machines must have extra it always fits.

power and be extremely rigid. Our nlaners are designed to Nt
meet all the conditions intuencing modern shopwork and have hI IL The Double Brass
every facility for high-speed production and accuracy of MZ Wop Disks, made ieee by
alignment. The difficulties of the planer problem are many. | 4 ball and socket back, are |
With machines having a continuous motion in one direction, fi hung in recesses ee collar
the problem of speed is simply that of greater strength and aul - on the lower end of t ae
necessary belt capacity. But with reciprocating machines, like : Vi ] j ae cut & eee cme
planers, the problem is that of momentum, which depends S in thread, the best for wear.
directly upon the increased weight and velocity. A few years : > The Powell Pilot Gate
ago the capacity of carbon steels limited the speed of the for- be Valve is also made all iron.
ward or cutting stroke; the back or idle stroke being limited 2y jy) For the control of cyanide
by nothing but this momentum, and could be increased to the : AW Wy, solutions, acids, ammonia §
full capacity of the mechanism to economically reverse. How- oN and other fluids that attack }
ever, with the present use of high-speed steels the limit is only = [ brass it has no equal. Send
one of efficiency; that is, speed secured without waste of a for special circular.

power, injury to mechanism of planer, or sacrificing the quality IF YOUR jobber does not have them

of the planer’s work. Consequently, to-day, planer speed is not in stock—ask us who does

limited by cutting speed alone, nor by cutting and return - .
speeds, but by the time taken in the full cycle in which a W Pp ( :
strong, steady forward stroke, swift, efficient return stroke, \ M. OWELL O.
and ability to reverse promptly and smoothly are important Ss

elements. In producing this planer our aim has been to meet © ¢ DEPENDABLE ENGINEERING SPECIALTIES.
all these problems, and we have kept in mind the fact that
weight and power, properly distributed and backed by good

workmanship, are the factors that determine the-efficiency of CINCINNATI

machines of this class.”

When writing to advertisers, please mention INTERNATIONAL MARINF ENGINEERING.

JANUARY, I912 INTERNATIONAL MARINE ENGINEERING

A free copy of a catalogue illustrating and describing mat-
tresses and cushions for yachts and vessels will be sent to all
inquirers by Ostermoor & Company, 116 Elizabeth street, New

e e York. The fact that these mattresses and cushions are as
Lub rication buoyant as cork, and are intended not only for comfort but
also to be used in case of emergency for life-saving purposes,
makes this catalogue of much interest to people connected with

Troubles 2? vessels of any kind.

Smooth-On Iron Cement No. 7 is described in a folder
published by the Smooth-On Manufacturing Company, Jersey

City, N. J. “The great value of Smooth-On is because of its

You can cure many or ali of peculiar chemical properties, namely, of metalizing and ex-
c ° <) panding when metalizing. These properties make Smooth-On

these with Dixon S Fla ke a valuable substance in the making of chemical iron cements.

: ile il ° ry To this subject the chemist of the Smooth-On Manufacturing
Graphite. Unli € Oll, Dixon's Company has given careful study for eighteen years, and has
: ll d OO succeeded in compounding the valuable iron cements known so
Graphite wi Oo no injury generally throughout the world as Smooth-On Iron Cement.
: fp: Smooth-On Iron Cement No. 7, the new Smooth-On product,

to boilers if it reaches them. has the same property as the other Smooth-On cements, of
expanding when metalizing, and this makes it very valuable

Sample 1526 Free. for use in connection with concrete and Portland cement,

because, when applied to a crack in concrete or Portland
cement the expanding action of the Smooth-On completely fills

JOSEPH DIXON GRUCIBLE CO.) "°°"

A steam turbine for driving direct-current generators is

JERSEY CITY, N. J. described in pamphlet D-46, published by the De Laval Steam
Turbine Company, Trenton, N. J. “This booklet explains the
es | problem involved in selecting types of steam turbines; that is,
the problem of reaching a compromise between the tremen-
dous velocity of spouting steam and the comparatively moder-
ate speeds demanded in the driven machinery, such as direct-
h current generators, centrifugal pumps and blowers, and for

Flax Waterproof Clot belt and rope driving. The pamphlet compares the several
SUITABLE FOR methods of compromise which have been adopted, such as

3 : pressure and velocity staging and combinations of the two,
Lighter Covers, Tarpaulins, Boat Covers, Hatch Covers, and describes a fourth method, which permits the turbine to

Side-Cloths, Sail Covers and Dock Covers be built with the number of stages best adapted for the
EDWARD A. BUNKER capacity and to secure substantial and reliable construction,

i P and to run at the speed most favorable for high efficiency,
Established in 1893 Produce Exchange Annex, D 18, N. Y. while the driven machinery may run at any speed required.

This is the greatest advance in steam turbines made for many
years, and you should be familiar with it.”

Flanged gaskets are described in the latest number of the
“J-M Packing Expert,” issued by the H. W. Johns-Manville
Company, 1co William street, New York. “J-M Permanite
gaskets are cut from J-M Permanite sheet packing No. 60.
They make permanently tight joints that require no following

END for a free copy of our

144-page book and learn why up, sticcessfully pack surfaces where even copper gaskets have
failed, and consequently enjoy well-deserved popularity in
our scores of the largest power plants where they are giving un-

surpassed satisfaction under any and all conditions. The high
heat and chemical resisting qualities of J-M Permanite flange
gaskets are due to the fact that they are cut from J-M Per-
Mattresses manite sheet, which latter is made from the highest obtainable
quality of long-fiber asbestos. By an exclusive formula, en-
r) tirely our own, certain compounds are combined with the
Cushions asbestos which make the resultant packing highly resilient and
extremely pliable. Asbestos is a practically indestructible
z material, hence J-M Permanite flange gaskets resist highest
P ll temperatures and pressures, withstand the action of fluids and
] Ows chemicals, never burn or blow out, and do not stick to the
flanges.”

Conoidal fans are described in Catalogue No. 190. published
by the Buffalo Forge Company, Buffalo, N. Y. “The Buffalo
“Conoidal’ fan derives its name from the prevalence of conical
shapes in its design. The inlet is conical; the blast wheel
forms the frustum of a cone, and the blades are curved over
the tapering surface of a cone. Although it is a comparatively
short time since this fan was put on the market by us in its
present perfected shape, its superiority over older types has
already been clearly demonstrated. Three great advantages
combine to place it ahead of all others: First, the design

They are buoyant as cork.
itself, which, as will be seen from the following pages, is

They are the real thing 1n COom- essential to the highest efficiency. Secondly, the great struc-

f t tural strength and rigidity to which this design SO readly lends
ort. itself. And last, but not least, its correct proportions, in which
we have come nearer perfection than any other manufacturer.
Our claims of superiority for these fans are based, not only on
tests made by ourselves, but upon competitive trials conducted
by competent engineers exclusively in the interest of firms

have been used exclusively so
many years by leading steam-
ship companies, yachtsmen and
boat owners.

Ostermoor & Co.

114 Elizabeth Street New York employing them, who have chosen from the best that the
market affords and picked from among these the ‘Conoidal’
fan for their own use, as the one type which shows the greatest
advantages in efficiency, strength and reliability.”

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

INTERNATIONAL MARINE ENGINEERING

TRADE PUBLICATIONS

GREAT BRITAIN

“A patent inclosed engine for power, traction and lighting”
is the subject of a catalogue just published by W. Sisson &
Company, Gloucester. This engine is double-acting, self-
lubricating, silent running, has large overload capacity, auto-
matic expansion governing, low steam consumption.

Dobbie McInness, Ltd., 57 Bothwell street, Glasgow, have
issued circulars of their various marine specialties, among
which they specially call attention to their McInness-Dobbie
patent indicators for steam and gas engine work, of which you
will further observe we have several forms for continuous and
similar purposes. Also, McInness-Dobbie improved Bourlon
gages, Messenger’s furnace deformation indicator, Clyde fur-
nace indicator, Hopkinson flashlight indicator, Sellers port-
able dynamometer, etc., etc. “A booklet for which there is
quite a demand is our ‘Commercial Value of Indicator Dia-

grams,’”

Heath & Company, Ltd., Crayford, London, are anxious
to send shipowners a special catalogue dealing with their
latest patented standard binnacles. The list shows binnacles
suitable for every type of vessel from the largest to the
smallest, and embraces all the improvements to date; also
sounding machines which are made to the Kew standard. A
glance through their lists will prove of great service when
drawing up specifications for new ships or replacements. To
insure getting first-class instruments on board specify that
they must be made by this firm, as all their “Hezzanith” instru-
ments are guaranteed. Application should be made at once for
this useful book of reference. The firm issues seven large
catalogues: No. 1, Sextants; No. 2, Binnacles and Compasses;
No. 3, Barometers and Clocks; No. 4, Logs, Sounding Ma-
chines, Lamps, etc.; No. 5, Thermometers and Thermographs;
No. 6, Surveying Instruments; No. 7, Mathematical Instru-
ments and Sundries. Heath & Company, Ltd., have been
established at Crayford, London, since 1846, and are contrac-
tors to many of the governments.

Reilly Multicoil
Heaters

and Evaporators are in
stock at the shops, Pier
B, Jersey City, awaiting
your rush orders. Coiled,
flexible copper _ tubes,
ground union joints (no
expanded ends), and the
Reilly manhole door, giv-
. Ing access to all interior
r parts, give the marine en-
gineer an auxiliary which
saves coal, increases
Condenser capacity,
and needs no repairs.

Send your vessel to our pier for her next repairs; and
install the auxiliaries at the same time.

Steel sheets, black and galvanized, plain and corrugated, are
the subject of a pamphlet published by the Bowesfield Steel
Company, Ltd., 110 Cannon street, London, E. C.

Watertube boilers, accessories and automatic stokers are
described in a handsomely illustrated catalogue of 28 pages
published by the British Niclausse Boiler Company, Ltd., Cax-
ton House, Tothill street, Westminster, S. W. The Niclausse
boiler is a watertube boiler of the large tube type, and has been
in successful operation, both for marine and land purposes, for
the past twenty years. Over 3,000,coo0 horsepower are now in
use, which have been supplied to British, French and other
gocernments.

Pickerings, Ltd., Globe Elevator Works, Stockton-on-Tees,
have published an excellent catalogue of pulley blocks, chain
hoists, overhead runways, friction hoists, winches, goods and
passenger lifts, cranes and other lifting appliances, illustrated,
prices and other particulars of which are given in most cases.
The list also states prices of shafting, plummer blocks, pulleys,
machine molded gears and Pickering governors. In order to
ensure the safe working of lifts, cranes and other machinery,
Messrs. Pickerings employ a staff of experienced men period-
ically to inspect and report on such machinery.

A catalogue of steam-proof flare lamps, hand-lamps,
etc., is published by Imperial Light, Ltd., 123 Victoria street,
London, S. W. “The introduction of Imperial lights has
revolutionized the lighting of open spaces. These lights are
more handy, efficient and economical than any other form of
flare, and no one who is dependent from time to time upon
portable lights can possibly afford to be without them. We
are now supplying Imperial lights to every country in the world.
They have been subject to the severest tests under every con-
ceivable condition, and the general opinion of our thousands of
customers is that Imperial lights are without exception the
very best for the purposes for which they are designed. Dur-
ing the last few years the sales of Imperial lights have in-
creased beyond our most sanguine anticipations, and our
success is entirely due to the simplicity and efficiency of de-
sign, coupled with the economy in initial cost and maintenance.
Imperial acetylene flare lights and hand-lamps, which are
fully protected by British and foreign patents, are dealth with
in detail in this catalogue, and the illustrations are from pho-
tographs of actual lights of each type.”

Ship Draftsmen Required.—Capable, neat and thoroughly

Reilly Multicoil
Evaporators
Improved Type

Do you want know?

are Eas

THE GRISCOM-SPENCER COMPANY

90 WEST STREET, NEW YORK.
FORMERLY THE JAMES REILLY REPAIR AND SUPPLY COMPANY.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, I912

JANUARY, IQI2

BUSINESS NOTES

AMERICA

Tue Ropp ENGINEERING Company, Lrp., South Framingham,
Mass., reports recent sales of horizontal return-tube boilers as
follows: Charles A. Luddin, Chicopee, Mass.; four to McLean
& Cousens, Boston, Mass.; Adams Bros., Pittsfield, Mass.;
J. P. McDonald, Woburn, Mass.; Brown & Simmonds, Somer-
ville, Mass.

Tue New York National Motor Boat Show for t912 will
be held in the 69th Regiment Armory, on 25th and 26th streets,
New York City, from Feb. 17 to 24, inclusive. On account
of the sale of the Madison Square Garden the National
Association of Engine and Boat Manufacturers has been
obliged to look elsewhere for an exhibition hall. ‘The asso-
ciation states that it has found the armory to be well suited
for the purpose, and that it affords 25 percent greater area
than the space formerly used in the Madison Square Garden.

Tue Kerr TurBINE Company, Wellsville, N. Y., states that
over 700 of its machines, aggregating more than 50,000 horse-
power, are in active service, and that more unfilled orders are
now booked than at any previous time in the history of the
company. Although the plant has been materially enlarged, a
night shift has been necessary for the past two and a half
years. Among recent orders are the following: Two 75-kilo-
watt and one 35-kilowatt lighting sets to American Shipbuild-
ing Company for the new steamer City of Detroit; one 350-
kilowatt turbo-alternator for the Brooklyn refinery of the
Standard Oil Company; two 2,800-gallon per minute turbo-
pump units for Tidewater Oil Company; two 75-kilowatt
lighting sets for water-works service, city of Chicago; one 60
brake-horsepower turbo-generator with Prony brake attach-
ment for the University of Melbourne, Australia (this unit
takes steam at 200 pounds gage, with 200 degrees superheat,
and exhausts to 28 inches vacuum) ; one 215-horsepower turbo-
blower for People’s Gas Light & Coke Company, Chicago (the
tenth set of this size ordered by these people); two under-
writer fire pumps driven by 200-horsepower Kerr turbines, for
Stieger & Sons piano factory, Stieger, Ill.; one fire pump,
driven by 265-horsepower Kerr turbine, for B. M. Osbun
Company, Chicago. This last-named will be the only turbine-
driven fire pump in the city of Chicago.

INTERNATIONAL MARINE ENGINEERING

BoILers OF THE STEAMSHIP Melrose, of the New England
Coal & Coke Company, Boston, Mass., have been equipped with
the Ross-Schofield system of circulation. ‘This is the first of
three vessels owned by this company for which this system,
manufactured by the Ross Schofield Company, 39 Cortlandt
street, New York, has been ordered.

C. G. Cox, formerly connected with the General Electric
Company, has become sales manager of the Busch-Sulzer
Bros.—Diesel Engine Company, with headquarters at the
general sales offices, South Side Bank building, St. Louis, Mo.
Mr. Cox will devote himself to the marine type as well as to
the stationary engines of this company.

R. SANForD Ritry, of Providence, R. I., who as president of
the American Ship Windlass Company developed the Taylor
stoker, has sold out his interest there and organized the San-
ford Riley Stoker Company to exploit a new self-cleaning
underfeed stoker.

Srrocco FANS, built by the American Blower Company, De-
troit, Mich., have been installed on a large number of ships
recently built by the ‘Great Lakes Engineering Works,
Detroit, Mich. The car ferry Chief Wawatam, belonging to
the Mackinac Transportation Company, and built by the
Toledo Shipbuilding Company, is equipped with two Sirocco
fans. The City of Detroit III., now under way at the yards
of the Detroit Shipbuilding Company, is fitted with three
forced draft Sirocco fans with Type E. engines. “Some idea
of the extent of our marine business can be gained from the
fact that we have something over 320 Type ‘A’ and ‘E’ engines
installed on boats. Our records in this connection are not
entirely complete, as it is impossible to trace the destination of
apparatus in every instance. We have, however, record of 132
engines supplied for direct connection to generators, 146 for
operating mechanical draft apparatus and 45 for miscellaneous
uses—such as driving refrigerating machines, operating ash
hoists, etc. Of these, 218 are installed on boats operating on
the Great Lakes, 35 on ocean-going vessels or those operating
along the coasts, and 70 on boats on rivers, canals, etc. This
latter item includes 20 engines furnished for dredges on the
Isthmus of Panama.”

COBBS HIGH PRESSURE SPIRAL PISTON

And VALVE STEM PACKING

IT HAS STOOD THE

TEST OF YEARS

AND NOT FOUND
WANTING

WHY?

Because it is the only one constructed on correct principles.
core is made ofa special oil and heat resisting compound covered with
duck, the outer covering being fine asbestos.

IT IS THE MOST

ECONOMICAL AND

GREATEST LABOR
SAVER

The rubber

It will not score the rod

or blow out under the highest pressure.

NEW YORK BELTING AND PACHING CO.

91 and 93 Chambers Street, NEW YORK
LONDON, E. C., ENGLAND, 11 Southampton Row

CHICAGO, ILL.,1S0 West Lake StREET

ST. LOUIS, MO., 218-220 CHestnut STREET
PHILADELPHIA, PA., 821-823 Arcn Street

SAN FRANCISCO, CAL., 129-131 First St., OAKLAND

LIMITED

BOSTON, MASS., 232 Summer STREET
PITTSBURGH, PA., 420 First Avenue
PORTLAND, ORE., 40 First Street
SPOKANE, WASH., 163 S. Lincotn STREET

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912

NE TE WE LEARN from the Pulsometer Engineering Company, Ltd.,
BUSI SS NO s of Reading, that they have received a diploma of honor and
GREAT BRITAIN a gold medal for their “Geryk” vacuum pumps, shown at the

{nternational Exhibition at Turin. The diploma of honor is
the second highest award, being only surpassed by the grand
Leirh Dock ComMissIoNErs have placed contracts for | Prix.

harbor equipment which include an hydraulic swing bridge THE WELL-KNOWN FIRM of Joseph Kaye & Sons, Ltd., South
from Armstrong, Whitworth & Company, and a crane of 110 | Accommodation Road, ese atl 93 High Holborn, London,
tons capacity from Cowans, Sheldon & Company. The crane | w, C,, have again secured the whole of the contract for the
will be capable of lifting to a height of about 80 feet above supply and delivery of their patent seamless serrated oil cans
water level, and will project 42 feet from the face of the quay. | 4, HM. naval establishments for the next three years ending
oe Se sean cost £8,000, and the foundations and 1914, fitted with their latest patent thumb button (Patent No.

& seta 2775, Feb. 3, 1911), and, as previously announced, this in-
vention dispenses with the thumb button being soldered to the
valve spindle, which is considered to be a great improvement,
as it is claimed to be impossible to detach the new thumb
button and leave only the bare end of the valve spindle for the
thumb to press against, as hitherto. Messrs. Kaye have sup-
plied 44,000 of their patent serrated oil cans to previous con-
tracts for H. M. navy, but this is the first contract under the
new patent.

RECENTLY some new plant, says The Times, has been erected
at the electrical engineering laboratories of the Liverpool
University, with the object of facilitating tests on certain types
of electrical machinery, and the new Harrison-Hughes engi-
neering laboratories, which are an addition to the University
equipment, are being supplied with plant for experimenting in
marine engineering, in which special attention is devoted to
the economic aspect of liquid fuel. The electrical laboratories

have been equipped with a complete installation of apparatus PROBABLY THE MOST INTERESTING example of oil-driven ves-
for the purpose of wireless telegraphy, the gift of Sir W. P. | sels is Jutlandia, which was built recently by Barclay Carle &
Hartley. A complete set of receiving and transmitting ap- | Company, Whiteinch. This twin-screw vessel was built to the

pliances is provided to afford direct communication with the | order of the East Asiatic Company, of Copenhagen, and is 384
Eiffel Tower and the North of Germany. At present the | feet in length, 53 feet 3 inches in breadth, 30 feet in depth, 23

University is in touch with vessels within a radius of 50 miles. | feet 6 inches in draft, of 10,000 tons displacement, 7,000 tons
The installation is a full-scale one, similar to those used for | deadweight, and 5,000 tons gross. She will be supplied by the
commercial purposes, but it will be applied solely to the teach- | builders “with two sets of Diesel oil engines, capable of develop-
ing of students and to research and experiment. The feature | ing 3,000 indicated horsepower. She will have three masts,
of the Harrison-Hughes engineering laboratories is the pro- | and the fumes from the engine room will be led up inside the

vision for internal-combustion engines. The department has | mizzenmast and exhausted at a height of 48 feet above the
recently been equipped with a 50-horsepower Diesel engine | deck, so that a funnel is not required even for exhaust pur-
and a 25-horsepower Blackstone engine, both of which con- | poses. The siren, on the mainmast, will be operated by com-
sume crude oil, and are of the type that is beginning to be | pressed air. Perhaps the most noticeable feature of the design
employed for the propulsion of ships. A suction gas-producer | is that the machinery space is only about a third of that which
of 60 horsepower for bituminous fuel is being installed for use | would have been necessary for steam engines, and that the
in conjunction with a gas engine, both of which have been | absence of boilers and boiler casings leaves a large amount of
constructed by Crossley Bros. Provision is also made for | hold space for the storage of cargo, and far more deck space
research in mining engineering, and particularly in connection | for the use of passengers than would be possible if the vessel

with the transmission of power underground. In this con- | were fitted with steam engines. It is expected that the
nection a powerful air-compressing plant will be provided. Jutlandia will run trials next month.
WELIN DAVIT AND LANE & DE GROOT GO.
305 Vernon Ave., Long Island City, N. Y. CONSOLIDATED Tel. Greenpoint 2581
Manufacturers of .Welin Quadrant Dawvits, the only reliable boat-launching apparatus on the market ; manufactured
in twenty distinct types and sizes. Over 4000 Davits now in use.

Steamships “OLYMPIC and “TITANIC” fitted throughout with Welin Quadrant Davits

The Lane (8&2 De Groot Life Boats and Life Rafts are the Standard of quality.

Also builders of bronze, steel and wooden launches and other marine appliances.

The famous A-B-C Life Preserwvers. One-third lighter and smaller than any other belt made.
All our appliances approved by U. S. Inspectors.

rondon House: THE WELIN DAVIT & ENGINEERING CO., LTD. °‘in:...2c°°

I2
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

JANUARY, I912

Marine
Clocks

We carry an enviable line of
marine clocks. They are of
various standard movements,
and in appearance they are
exceptionally handsome.

Write for prices, which you will find moderate.

Gauges

Among the S. & B. line of Gauges for pressure and vacuum

may be found an instrument for every conceivable purpose.
They are moderate in price, though of highest quality.
They are all described in our Catalogue M-1.

Write for a copy

The Schaeffer &
Budenberg Mfg. Co.
BROOKLYN, N. Y.

Chicago Washington
Pittsburgh (44)

-ZYNKARA and ZYNKOYDUM.

i
Good and economical Preservatives of
'Marine Steam Boilers against the damaging
effects of pitting, corrosion and
undue incrustation.

THE ZYNKARA COMPANY, LIMITED,
86 SIDE, NEWCASTLE-ON-TYNE, ENG.

| for*the Quality” of!
Rivets You” Drive

a Largest’ Rivet: Manulacturers in
) the world — 40,000 kegs in stock

INTERNATIONAL MARINE ENGINEERING

A NEW SURVEYING VESSEL, designed by Gray & Brace, naval
architects, of London, embodies some interesting and novel
features. The ship is a little over 200 feet long. She is
rigged as a four-masted schooner, and auxiliary power is pro-
vided by a gas engine situated aft. The producers and scrub-
bers are close to the engine, in large, well-ventilated spaces.
Anthracite coal is to be used. The accommodation for the
staff of surveyors includes a number of large cabins. The
ship is lighted by means of electricity, and is ventilated on the
well-known thermo-tank system. The nature of the survey-
ing which the vessel will do has not been disclosed, but part of
the vessel’s equipment is a complete trawling gear similar to
that used by the largest Grimsby trawlers.

THE TURBINE ERECTING SHOPS which have been added to the
engineering works at Stobcross of the London & Glasgow
Shipbuilding & Engineering Company are, says the Glasgow
Herald, well equipped with turning, planing and other machine
tools required for heayy Admiralty work. Three new over-
head, three-motor electric cranes have been installed recently.
These cranes are each of 60 tons capacity, and have been
subjected to test loads of 72 tons. Two of them, in the turbine
erecting shop, are of 47 feet span, and the third, in the ma-
chine shop, is of 42 feet 6 inches span. The height to crane
rails from the floor of the shops is 49 feet. The shops them-
selves are 300 feet in length. The operations of lifting, cross-
travel and long-travel are effected at speeds which indicate
the high efficiency of the equipment. The full load of 60 tons
is lifted at a speed of 5 feet per minute, and a load of 25 tons
is lifted at a speed of 11 feet 6 inches per minute; while for
lighter loads the lift speed is from 12 feet to 15 feet per
minute. The speed of cross-travel is 60 feet to 90 feet per
minute, and of long-travel 200 feet to 240 feet per minute.
The hoisting motor is of 33% brake-horsepower and 450
revolutions per minute. The cross-travel motor is of 10 brake-
horsepower, and 475 revolutions per minute, while the long-
travel motor is of 275 brake-horsepower and 450 revolutions
per minute, all wound for an electromotive force of 500 volts
continuous current. The controllers are of the reversing
tramway type, with regulating metallic resistances and hand
levers. A powerful automatic electric brake is fitted to the
motor spindle, and there is also a mechanical brake fitted to
the second motion shaft, working from the cage by foot lever.
The hoisting controller is arranged on the lowering side, with
five-brake contacts, so that on these positions the motor is
short circuited from the main, and works as a generator
through resistance, thus preventing the load from accelerating
and causing damage to the armature. The crab is built of
mild steel plates and angles, and has mild steel shafts for the
different motions, running in adjustable bearings, bushed with
gunmetal, the whole being mounted on four double-flange mild
steel rail wheels, 18 inches in diameter. The hoisting, as well
as the cross and long-travel gear, is all of steel and machine-
cut from solid metal. The main structures of the cranes,
consisting of cross girders and end carriages, are built, box-
section, of mild steel plates and angles, the girders being 4
feet 1 inch deep at the center of the span. The end carriages
are each fitted with two rail wheels, 3 feet in diameter, having
centers of cast iron, with double-flanged steel tires shrunk on.
The axles are of steel, and run in cast iron bearings, spig-
goted and bolted to the webs of the carriages. The bearings
are bushed with gunmetal, and are of the self-oiling type. The
lifting tackle consists of eight falls of special steel wire rope.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

Lancaster & Tonce, Lrp., Pendleton, Manchester, have, we
understand, received an order from the Commonwealth Port-
land Cement Co., Sydney, New South Wales, for four M. S.
piston rods, two 243£-inch C. I. junk cover pistons complete
with rings and coil, two 453-inch C. I, junk cover pistons com-
plete with rings and coil, two sets 53¢-inch duplex metallic
packings, two sets 4%-inch duplex metallic packings, two sets
53e-inch single metallic packings, two sets 4%-inch single
metallic packings, two sets 243%-inch piston rings and serpent
coils as spares, two sets 453£-inch piston rings and serpent coil
as spares, eight sets spare parts complete for metallic pack-
ings (one set each).

Encines oF New ALiAn Liners.—In the two steamers
which are being built at Fairfield and Dalmuir, respectively,
for the Allan Line, says Engineering, the Frahm anti-rolling
tank system will be adopted. There will be four screw shafts
arranged in three engine rooms, and the shafts will be driven
by turbines of the Parsons type, consisting of one high-
pressure ahead, one intermediate-pressure ahead, and two low-
pressure ahead turbines, and two astern turbines. The two
astern turbines will be incorporated with the low-pressure
ahead turbines, and will be on the inner lines of shafting. The
power will be divided as nearly as possible over the four shafts,
and each shaft will be fitted to work independent of the others
by a suitable arrangement of pipes and valves. The total
power is to be 19,000 shaft-horsepower. The boilers are to be
worked under Howden’s forced draft, and they will be ar-
ranged so that oil fuel may be used, if it is found economically
possible to do so. There will be six double-ended and four
single-ended boilers, the former being 16 feet 9 inches in
diameter by 22 feet long. For the carriage of provisions re-
frigerating machinery and cold stores with a capacity of
70,000 cubic feet are arranged for. It will thus be recognized,
it is added, that the two ships, which are to be classed under
the British Corporation for the Survey and Registry of
Shipping, promise to be thoroughly adapted for the Canadian
service, alike in speed, comfort and cargo capacity.

IN CONNECTION with this year’s Cutlers’ Feast at Sheffield,
Cammell Laird & Company, Ltd., issued an extremely well-got
out brochure which includes photographs and a short descrip-
tion of their works. The guests of the Master Cutler paid an
interesting visit to these works. The Cyclops Works, where
the head offices of the company are situate, cover an area of
II acres, and are intersected by the Midland Railway Company.
The company has the advantage of its own private sidings. A
large portion of these works is confined to the treatment and
finishing of armor plates, for which purposes the department
is provided with specially designed furnaces, oil tanks, douches,
hydraulic presses and other appliances. ‘There are also nine
machine shops, where the plates are machined and ground.
This department is capable of producing annually up to 15,000
tons of finished armor of the latest type, ranging from 2 inches
up to the thickest plate demanded by naval contractors. The
remaining portion of the Cyclops Works is confined to the
manufacture of railway axles and general forgings, crucible
and special high-speed tool steels and files and rasps, also
nickel steel, deck and bullet-proof plating for all kinds of war
vessels and for artillery and other purposes. The average
annual outputs (other than armor) are 8,o00 tons of nickel-
steel plates and deck plates, 15,000 tons of axles and forgings,
1,500 tons of crucible steel, and 125,000 dozen files and rasps.
As in the case of Cyclops Works the Grimesthorpe Works
adjoin the Midland Railway 'Company’s line. These works
cover 26 acres, and embrace the manufacture of Siemens-
Martin, steel.on the open-hearth principle for all purposes. At
these works the whole of the steel is produced for the manu-
facture of armor and general purposes. The other depart-
ments at Grimesthorpe may be briefly enumerated as follows:
Steel foundry, for the manufacture of ship and general cast-
ings of the heaviest class for engineering purposes, also mining
castings. Press shops, for the manufacture of gun and other
forgings of all descriptions. Machine shop for finishing cast-
ings, forgings and other materials produced. Two tire plants
for the manufacture of engine, carriage and wagon tires, and
angle-rings for boiler purposes, Armor plate rolling depart-
ment. Spring department, where the manufacture of all
classes of railway and other springs is carried on. Projectile
department and iron foundry. ‘The annual output of the
Grimesthorpe Works is approximately 100,000 tons of steel
ingots for armor and other uses, and for the general purposes
of the engineering industry, and 10,000 tons of steel castings.
From the steel produced the company has an approximate
annual output of 10,000 tons of gun and other forgings, 15,000
tons each of tires, buffers and springs, and over 100,000 pro-
_jectiles of various types.

January, 1ot2

FIFTEEN YEARS’ ADVANCE
IN SHIPBUILDING

This magazine will be fifteen
years old in March, and will
celebrate the event by publishing

A FIFTEENTH
ANNIVERSARY NUMBER

Dr. W. F. Durand will tell
of the fifteen years’ advance in
the design of marine machin-
ery, including boilers, propelling
engines, auxiliaries, etc.

Professor C. H. Peabody will
write on the fifteen years’ ad- —
vance in hull design and equip-
ment, including deck fittings,
cabin accommodations, etc.

The authors’ names speak for
the value of these articles from
an engineering point of view.

In addition, there will be other
important articles, all of which
will be splendidly illustrated,
making the March number of
International Marine Engineering
a most valuable one editorially,
and a splendid one for advertising.

INTERNATIONAL
MARINE ENGINEERING

17 Battery Place, New York
31 Christopher St., Finsbury Square, London, E. C.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, IQI2

MARINE SOCIETIES.

pet? AMERICA

]

AMERICAN SOCIETY OF NAVAL ENGINEERS.
Navy Department, Washington, D. C.

SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS
29 West 89th Street, New York.
NATIONAL ASSOCIATION OF ENGINE AND BOAT
MANUFACTURERS.
814 Madison Avenue, New York City.

UNITED STATES NAVAL INSTITUTE.
Naval Academy, Annapolis, Md.

GREAT BRITAIN

INSTITUTION OF NAVAL ARCHITECTS.
6 Adelphi Terrace, London, W. C.

INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN
SCOTLAND.
89 Elmbank~ Crescent, Glasgow.

NORTHEAST COAST INSTITUTION OF ENGINEERS AND
SHIPBUILDERS.
Bolbec Hall, Westgate Road, Newcastle-on-Tyne.

INSTITUTE OF MARINE ENGINEERS, INCORP.
68 Romford Road, Stratford, London, E.

GERMANY.

SCHIFFBAUTECHNISCHE GESELLSCHAFT.
Technische Hochschule, Charlottenburg.

MARINE ENGINEERS’ BENEFICIAL ASSOCIATION

NATIONAL OFFICERS.

President—Wm. F. Yates, 21 State St., New York City.

First Vice-President—Art Hyde, 9115 Willard Ave., N. W., Cleveland,
Ohio.

Second Vice-President—Geo. H. Bowen, Port Huron, Mich.

Third Vice-President—Charles N. Vosburgh, 6323 Patton St.
Orleans La.

Secretary—Geo. A. Grubb 1040 Dakin St., Chicago, Ill.

Treasurer—A. L. Jones, 38 Avery Ave., Detroit, Mich.

New

ADVISORY BOARD.

W. B. Hayden, Washington, D. C.
Wm. L. Bridges, 7841%4 Twelfth St., Milwaukee, Wis.
Frank J. Houghton, Port Richmond, S. I., N. Y.

DIRECTORY OF GRAND COUNCIL, N. A. OF M. E. OF CANADA, FOR 1911.

GRAND OFFICERS.

rand President—Thos. J. S. Milne, 302 University Ave., Kingston,

nt.

Grand Vice-President—Thos. Theriault, Levis, P. &

Grand Secretary-Treasurer—Neil J. Morrison, P. O. Box 238, St. John,
N. B :

Grand Conductor—John A. Murphy, Midland, Ont.

Grand Doorkeeper—D. J. Murray, Victoria Rd., Dartmonth, N. S

Grand aE J. Woodward, Toronto, Ont.; E. J. Riley,
ound, Ont.

Owen

AMERICAN ASSOCIATION OF MASTERS, MATES AND PILOTS.

NATIONAL EXECUTIVE COMMITTEE.
REGEa President—John H. Pruett, 428 Forty-Ninth St., Brooklyn,

National First Vice-President—Wm. A. Westcott, 1 Ferry Building, San
Francisco, Cal. 3
NaHonal peccnd Vice-President—A. R. Mackey, 8 Wood St., Pitts-

urg, Pa.
National Third Vice-President—Charles Davis, St. Louis, Mo.
National Treasurer—A. B. Devlin, 21 State St., New York. Also secre-
ro tem.

tary
ounsel—L. B. Dow, 21 State St., New York.

National

TWENTY-FOUR THOUSAND POUNDS has been apportioned by
the Italian government for dredging the entrance channel at
Marsala to a depth of 6 meters, and for dredging a zone 300
meters long and 150 meters wide in the east basin to a depth
of 5.5 meters. A contract for lengthening the mole by 165
meters on the west side of the harbor has been let at a cost
of £40,000, and it is expected that the work will occupy four
years.

INTERNATIONAL MARINE ENGINEERING

HELP AND SITUATION AND FOR SALE ADVERTISEMENTS

No advertisements accepted unless cash accompanies the order.

Advertisements will be inserted under this heading at the rate of 4
cents (2 pence) per word for the first insertion. For each subsequent
consecutive insertion the charge will be 1 cent (4% penny) per word.
But no advertisement will be inserted for less than 76 cents (8 shillings).
Replies can be sent to our care sf desired, and they will be forwarded
without additional charge.

Ship Draftsmen Required.—Capable, neat and thoroughly
experienced in warship construction; also with knowledge of
piping, plumbing and ship details. Address, stating age, ex-
perience, salary desired, and date of commencement of duties,
Chief Hull Draftsman, Fore River Shipbuilding Company,
Quincy, Mass., U. S. A.

THE LARGEST SEA-GOING MOTOR BOAT under the Belgian flag,
has recently been constructed at Amsterdam to the order of
the Société Anonyme d’Armement, d’Industries et de Com-
merce for the conveyance of oil in bulk. She has a length of
3905 feet, a width of 53 feet and a depth of 29 feet, and has
been fitted with two motors capable of developing 1,100 horse-
power each.

WeE UNDERSTAND that Messrs. Richardsons, of Billiter
Square buildings, London, E. C., have just been appointed
London representatives of Messrs. Tait & Company, Kobe,
Japan, who are opening an engineering department. Firms
desirous of finding a market for their manufactures in Japan
and the East should send their catalogues in duplicate to
Messrs. Richardsons’ export department.

S. T. Taytor & Sons, of Scotswood-on-Tyne, covered the
boilers of the steamship Sir Robert Coverdale and the steam-
ship Roselands with their “Tynos” non-conducting composi-
tion. They also have covered the boilers and steam pipes of
the steamship Japanese Prince with their ‘“Tynos” non-con-
ducting composition, and the boiler bottoms with their “Tynos”
patent mattresses.

THE BOUND VOLUME

International Marine

Engineering

FOR

January-December, 1911, is now ready
for delivery

PRICE, $4.00 (16/-)
Buyer Pays Express Charges

NEW YORK
Whitehall Building, 17 Battery Place

LONDON
31 Christopher Street, Finsbury Square, E. C.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912.

ECLIPSE SECTIONAL
RAINBOW GASKET

CAN BE ADAPTED TO ANY SHAPE AND
MAKE ANY AND ALL SIZES
eOFe GASKETS. ,

PATENTED AND MANUFACTURED | EXCLUSIVELY BY

PEERLESS RUBBER MANUFACTURING COMPANY

lo WARREN ST., NEW YORK

DETROIT, MICH31624 WOODWARD AVE. SEAT TLE, WASH; FIRST & KING STREETS. SYRACUSE,NY-212-214 SO.CLINTON ST.
CHICAGO. ILL: 200-208 SO.WATER ST. CHAT TANOOGA.TENN-I10G6-II20 MARKET ST. ROCHESTER,NY-24E XCHANGE ST.

PITTSBURGH,PA= 425-427 FIRST AVE. INDIANAPOLIS, IND.-38-42 SO. CAPITOL AVE. ST. LOUIS. MO..-454 PIERCE BLDG.
SAN FRANCISCO;-39-5!1 STEVENSON ST. DENVER.COLs 1556 WAZEE STREET. LOS ANGELES, CAL; 359 NORTH MAIN ST.
SPOKANE.WASH; RAILROAD & STEVENS STS. HELENA, MONT 113-117 MAIN ST. BUFFALO,NY. 379-383 WASHINGTON ST.
SALT LAKE CITY, UTAH: 45-52W. 2% SOUTH ST. PORTLAND. ORE:69-75 N.I2™ ST. BOSTON, MASS-I10 FEDERAL ST.

ATLANTA.GA=64-70 MARIETTA ST. PHILADELPHIA. PA=19 NORTH SEVENTH ST. BALTIMORE,MD=37 HOPKINS PLACE
NEW ORLEANS,LA.COR, COMMON&TCHOUPITOULAS STS. FOREIGN DEPOTS LOUISVILLE, KY, NORTHEAST GOR. SECOND &WASHINGTON STS
LONDON E.C, ENGLAND-11 QUEEN VICTORIA ST. PARIS FRANCE. 76AVE. DE LA REPUBLIQUE. VANCOUVER,BG-CARRAL & ALEXANDER STS
COPENHAGEN, DEN- FREDERIKSHOLMS KANAL 6 JOHANNESBURG, SOUTH AFRICA, BARSDORF BLDG
PEERLESS RUBBER SELLING CO. OF AUSTRALASIA, LTD. !ASH STREET, SYDNEY AUSTRALIA.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, 1912. INTERNATIONAL MARINE ENGINEERING

ALAA Jan f
“evan

( Indestructible Rotor built of solid forged steel,
with buckets milled into the rim.

@ Supplementary Buckets which will effect a
great saving in steam.

@ Individual Nozzle Valves for closing some of
the nozzles when operating on light load.

@ Channel Scoop Oiling Device supplying posi-
tive lubrication where it is most needed.

@ Emergency Governor, separate and positive.
The turbine can’t run away.

A NEW TYPE WITH MANY NEW PATENTED FEATURES

Catalog 190 describes the Turbine. Send for one.

B. F. STURTEVANT CO. - Hyde Park, Mass.

Offices im all Principal Cities

S. & K. Automatic Engine Lubricator |

The North German Lloyd Company has been able
to reduce the number of oilers by nine men on one
ship, and has found an actual saving of 40% in the oil
used. This should be sufficient proof of the absolute
reliability and efficiency of the
S. & K. Automatic Lubricator.

Efficient, because it supplies enough
oil to insure smooth running of every bear-
ing on the engine, the quantity of oil varying
with the speed of the engine.

Economical, because it does not sup-
ply too much oil to any bearing. Lubrica-
tion stops when the engine stops. It saves
considerable manual labor. It saves the

Illustration shows Double Lubricator, bearings from unnecessary wear due to
We also furnish the single type. : f 9 AO
excessive friction.

Reliable, because the moving parts are reduced to a minimum. It is positive in its
action, supplying sufficient oil at regular intervals to each bearing. The quantity of oil to
any bearing can be increased, reduced, or stopped without interfering with any other bear-
ing. There are no valves to get out of order, and no small holes or wicks to get clogged
with dirt. The S. & K. Automatic Lubricator is working successfully on many Atlantic liners.

CATALOG AND PRICES UPON APPLICATION

SCHUTTE & KORTING COMPANY, Philadelphia, Pa.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

INTERNATIONAL MARINE ENGINEERING JANUARY, I9I2.

OVER 1000
BLAKE MARINE PUMPS

Sailed out of New York Harbor, Nov. 2,

ON THE ATLANTIC FLEET

Of the 102 warships mobilized for the inspection
and review by the President and Secretary of the
Navy, 65 are equipped with Blake pumps, and of
the remaining 37, nine carry no steam pumps and
eight were built abroad.

Pumps that not only meet the Government spec-
ifications, but when installed so satisfactorily
fulfill the requirements that repeat orders con-
tinue to be received, must be and are the best
pumps for any marine service. Moreover they
must and do represent the best value at any
price, for Uncle Sam is a very careful buyer.

Of All Types

Send for Catalogue BK 106-43 Centrifugal Pumping

Machinery
The Blakea Knowles ™iteWorks || | kincSFORD FOUNDRY
Marine Department AND MACHINE WORKS

115 Broadway, New York City oetiap | OSWEGO, N.

MORISON
SUSPENSION
FURNACES

FOR MARINE ano LAND BOILERS

UNIFORM THICKNESS MADE TO UNITED STATES,
EASILY CLEANED LLOYDS BUREAU VERITAS
UNEXCELLED STRENGTH OR ANY OTHER REQUIREMENTS

MADE IN THE UNITED STATES BY

THe ConTINENTAL IRon Works

West and Calyer Streets, BOROUGH OF BROOKLYN, New York
Near 10th and 23d Street Ferries

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

JANUARY, 1912. INTERNATIONAL MARINE ENGINEERING

THE AMERICAN-NUREMBURG

Heavy Oil
Marine Engine

THE MOST ECONOMICAL MOTIVE POWER

Adopted by the U.S. Navy and Foreign Navies

Sold under positive guarantee as regards fuel consumption, which averages less
than one-half pound per H.P. hour. Fuel costs only 2 to 3 cents per gallon.

The ideal motive power for power boats—tug boats—yachts—barges—fishing
and sailing vessels—cargo vessels and fast passenger vessels.

Built in units of from 50 H.P. to 2500 H.P. Two types, heavy of about 80
lbs. per H.P.—light of 40 lbs. per H.P. Reversible and self-starting

Cost of Fuel per 100 H. P. hours
Gasoline, pe | $1.20

Steam,

Heavy Oil, $0.20
Senne

Manufactured by New London Ship & Engine Company, Groton, Conn.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, IQ12.

THE ONLY || DUVAL METALLIC PACKING
Propeller Thrust)} gf) seorc
FOR HIGH SPEED | | i coca

accurately plaited
in square form.
It is especially
adapted for su-
perheated steam
and high pressure
steam and water.

Easily first
among packings,
as are

FOSTER SUPERHEATERS

among superheaters.

POWER SPECIALTY COMPANY
WE MAKE THE BEST | CHICAGO EHILADEEE AR AL Let RAE Nhe)

Bantam Anti-Friction Co.

BANTAM, CONN., U. S. A.

“Kewanee”
Unions Replace

All
Leaky Unions

“The Union With No Inserted Parts’’

q Prejudice for or against the use of an article of any kind is largely a matter of habit. : ; , ; :
Our representatives frequently meet as a kind of argument against trying the “‘Kewanee’’ Union, something like this: ‘‘Well, you see we have aiways used an all brass (or
malleable) union,” as the case may be, as though that settled it. ’ ‘ 3
ometimes the coming of a new Foreman, Superintendent or other mechanical man, who has use ewanee’’ Unions elsewhere, brings in a new point of view.
S t tk f F S tendent th } 1 ho | ed “ Ki ? Dh lsewl bring: t of
@ For example: One of our representatives recently called upon a large manufacturer of Ice Making Machinery, and the Superintendent said:
““They have always used all brass unions here, but I know what the “Kewanee” Union is, and
have recommended that ‘“‘Kewanee’”’ Unions replace all leaky unions throughout the plant.’
There seemed to have been a goodly number of “‘leaky unions,”’ for the Superintendent entered a stock order for various sizes and kinds of ‘‘ Kewanee’’ Unions.
The reason why ‘‘ Kewanee’’ Unions are satisfactory is epitomized below:

(a) Brass to iron thread connection-—No Corrosion. (c) 125 pounds compressed air test under water—No Defective Fittings.
(b) Brass to iron ball joint seat—No Gasket. (d) Solid three-piece construction—No Inserted Parts.

(e) Easily disconnected—No Force Required.

Our new booklet, “The Whole Kewanee Family” tells all about ‘“‘Kewanee” Unions. Get a copy to keep on file. It will help you
eliminate wastes from leaky unions. A post-card brings it!

NATIONAL TUBE C OMPAN Y General Sales Offices:: Frick Building, Pittsburgh, Pa.

District Sales Offices: Atlanta Chicago Denver New Orleans New York Philadelphia Pittsburgh St.Louis Salt Lake Clty
Pacific Coast Representatives: U. S. Steel Products Company—San Francisco—Seattle—-Portland—Los Angeles
Export Representatives: United States Steel Products Company, New York City

20
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, 1912. INTERNATIONAL MARINE ENGINEERING

+RADE_MARK

TA BRASS se CD 66 99 <a oHISS MR
Re BOSTON,MASSO The Renewabl e Boston mass. 2

EXTRA HEAVY

== GLOBE

The most modern and thoroughly

MARINE

VALVE ==

designed that metal is distributed where most needed
for severe use.

Seat and Disc are both Renewable and extra
heavy; the bevel or taper of both is at a sharp
angle, with a very light bearing, insuring less lia-
bility of foreign matter lodging on seat when valve
is closed, also less chance of wire drawing and cut-
ting.

The bonnet is novel in design, having many unique
features. First, it is absolutely self-draining, there-
by eliminating all liability to freeze when used in
cold positions; has extra large and deep packing
space, gland and nut. Long thread in body, in-
suring strength and tightness.

up-to-date globe valve at present
on the market. By far the best globe
valve for marine service yet produced,
it being particularly adapted for high
pressures, also for general severe
marine work.

SOME OF OUR SPECIAL FEATURES
ARE ENUMERATED BELOW:

All castings of our special bronze mixture, made
from metal patterns on pneumatic molding ma-
chines.

All parts made with special tools, insuring ab-
solute uniformity.

Body of special rugged design; steam is not re-
tarded in its flow owing to body’s form—it is so

Stems, or spindles are extra heavy, made with
large ‘‘Acme”’ quick-opening threads.

Valves can be re-packed under pressure, when
wide open, as top of discs seat against bottom of
bonnet, making steam tight joint.

Handwheel is fastened to stem with hexagon nut,
and can readily be removed and replaced.

MANUFACTURED BY

STAR BRASS MFG. CO., 104-114 East Dedham Street, Boston, Mass.

Branches: NEW YORK CITY, PITTSBURGH, PA.

If so, write our factory explaining
conditions and get the opinion of an
experienced man who has spent years
of study along this particular line of
business. No charge for his service.

Style No. 116.
Inside Lip.

We manufacture the highest grade
of packing, and prices are surprisingly
low. Send us a trial order and be
convinced we can save you money.

Grandall Packing Gompany

Factory and General Offices, PALMYRA, N. Y.

BRANCHES

Yay
AXXYS 4 Weeees y

hag" DAK

ih NEW YORK: 136 Liberty Street BOSTON: 19 High Street
ve CHICAGO: 153 W. Lake Street PITTSBURGH: 7117 Mt. Vernon Street
v4 CLEVELAND: 805 Superlor Ave., N.W. KANSAS CITY: 516 Delaware Street
Style No. 115. Outside Lip. Branch Factory: BIRMINGHAM, 617 So. 20th Street
21

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912.

THE BABCOCK & WILCOX CO

NEW YORK AND LONDON

Forged Steel Water Tube Marine Boilers and
Marine Superheaters

STRAIGHT TUBES ACCESSIBLE EXPANDED JOINTS
LEADING WATER TUBE BOILER FOR NAVAL AND MERCHANT MARINE SERVICE
DURABLE ECONOMICAL
WORKS:
BAYONNE, NEW JERSEY, U. 8. A. RENFREW, SCOTLAND, PAR(S, FRANCB OBERHAUSEN. GERMANY

MOSHER WATER TUBE
BOILERS

THE SIMPLEST AND MOST COM-
PACT BOILER MADE

More than 100,000 Horsepower
installed in U. S. Naval Vessels alone

MOSHER WATER TUBE BOILER CO.

30 Church Street, New York

E. P. JAMISON & CO., Pacific Coast Representatives

|. S. S. MAYFLOWER Seattle Tacoma Spokane Portland
The Private yacht of the President of the United States, fitted with 3000 H. P. of Mosher Water Tube Boilers San Francisco Vancouver, B. C.

STEAMER “IROQUOIS” which made the trip from Lake Superior to Puget Sound via Strait of
Magellan and reported ready for service, and has continued that service for six years since.

Her sister ship made the same trip about a month Iater and is still giving good service on the samerun.

The Steamship Company owning both of the above boats built another one called the “Kulshan’’

about a year ago and installed Roberts Boilers which are even a greater success than those in the boats
first mentioned.

Ask the man who has used all the other types of Water Tube Boilers, as well as
the “‘Roberts,”’ and be guided by his advice.

He mous.
The man who has only used one type does not know, but may be prejudiced.

If there is no one among your acquaintances who Thee used more than one type to
whom you can apply for advice, write us for a list of customers who have used many
makes, including the “‘ Roberts,’ ’ to whom we will be glad to refer you.

The Roberts Safety Water Tube Boiler Co.

Telephone 49 112-114 CHESTNUT ST., RED BANK, NEW JERSEY

22
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, 1912. INTERNATIONAL MARINE ENGINEERING

AUTOMATIC |. —4A | INJECTOR
THE WORLD’S STANDARD BOILER FEEDER FOR OVER A QUARTER OF A CENTURY

WRITE FOR CATALOG AND SAMPLE COPY OF OUR 80-PAGE MAGAZINE

PENBERTHY INJECTOR COMPANY, Detroit, Mich., U.S. A.

POSITIVE AND RAPID BOILER CIRCULATION

Maintained by our System in Scotch, Leg and Locomotive Types of Boilers

ROSS SCHOFIELD COMPANY 39 Cortlandt Street, NEW YORK

BOSTON ENGINEERING CO. E. J. CODD CO.
Baltimore, Md,

Boston, Mass.

THe CHarces Warp ENGINEERING Works
CHARLESTON, WEST VIRGINIA

WATER TUBE BOILERS, MARINE ENGINES
LIGHT DRAFT RIVER STEAMERS
YACHTS

Steel Boats for Export, “*Knock-Down”’ or Sectional

E BUILD—lght—compact—durable—
accessible — sectional_BOILE RS—for

all marine purposes. 4] Our new catalogue
describes them, tells who has them, shows cuts

of more than 280 vessels we have equipped.
Let us mail you one

ALMY WATER-TUBE BOILER CO.

PROVIDENCE, R. I.

MeNAB & HARLIN MANUFACTURING COMPANY

WE wish to call the attention of buyers of Valves for Marine Work, to the
HIGH CLASS JENKINS DISC VALVES

we manufacture. They are second te none on the market to-day. Every
valve is thoroughly tested, is made of the best of materials by skilled
mechanics with the latest up-to-date machinery.

We carry a large stock of all sizes, Globe, Angle and Check types,
thus enabling us to make prompt shipments of all orders.

Prices and samples submitted upon request.

50-56 John Street ss $3 New York |
Factory, PATERSON, N. J.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912.

Over Thirty years’ experience building

Engines The ALLEN DENSE-AIR

Propeller ICE MACHINE

contains no chemicals, only
air at easy pressure (65
lbs.),in pipes. It is placed
in the engine room and
attended by the regular
engineers, while meat room
and ice-making box and
galley and pantry refrig-
erators are at their usual
places.

Steam Yachts
Electra, Nourmahal, May,
Josephine, Virginia,
Ws} Thespia, Dorothea, Felicia,
well. =; Aloha, Attaquin, Nydia,
~ Alcedo, Enterprise, Alvena,

Margaret, Kenawha, Pan-
tooset, Rheclair, Aztec, Lorena, Constant, Riviera,
Czarina, Rambler, Apache, Dreamer, Emrose, Sultana,
Visitor II.

More than 250 are in active service on U. S. and foreign men-of-
war, steam yachts and merchant steamers in the tropics.

H. B. ROELKER

41 Maiden Lane, New York

Wheels
H.G. TROUT CO.

King Iron
' Works

226 Ohio Street,
BUFFALO, N. Y.

SHERIFFS
MANUFACTURING CO.

ESTABLISHED 1854

Marine Machinery

KATZENSTEIN’S

Metallic Packings

Of different designs for stuffing
boxes of engines, pumps, etc,

| an
7

U
{

LEO
Bel =

Flexible Tubular Metallic
Packing for Slip Joints

Over 3,000 Sheriffs’ Propeller Wheels, made to on Steam Pipes......
date, of the best material and castings, give L. KATZENSTEIN & CO.

desired results.

General Machinists’ and
Engineers’ Supplies....

MILWAUKEE, WIS., U.S.A. 358 West St., New York, U. S. A.

STOW MFG. CO., 2INSHAMTON, N. v.

Established 1875
"INVENTORS AND LARGEST MFRS. IN THE WORLD OF THE

FOR ALL PURPOSES

Our Combination of FLEXIBLE SHAFT and MULTI-SPEED ELECTRIC

MOTOR is almost indispensable on any vessel having an Electric Current, for portable
SELIG SONNENTHAL ‘ CO. DRILLING, TAPPING, REAMING, etc. It can be easily transported to sas part of the

35 Queen Victoria Street same, and repairs made in a fraction of the time required by hand. Correspondence solicited.
London, Eng. WRITE FOR CATALOGUE AND PRICE LIST
24

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, 1912. INTERNATIONAL MARINE ENGINEERING

& 60 Grand Prix
a Naval Exhibition
Bordeaux, 1907.
A PS eee

TrapdE Mark:

“ HEZZANITH.

CRAYFORD, LONDON.

EsTABLISHED 1845.

Cables and Telegrams: Codes:
Povaris, LONDON. ABC 5th Ed. Gold Medal 2
HEATH, CRAYFORD. “ Hezzanith.” Nae Engine Room Telegraph Apparatus of Best Quality. |
Patent j Naval Exhibition

“*Hezzanith’’ Binoculars. 5.
CATALOGUES FREE ON APPLICATION. London, 190

Engine Room
Telegraph Apparatus of Best Quality.

Binnacles & Compasses **Minerva’’
of every description. Atmospheric Sounding Machine.

**Hezzanith’’
Sounding Machines.

‘*Hezzanith’’ Mark I. ‘*Hezzanith’’ Mark II.
Patent Binnacles and Compasses.

Please specify ‘‘HEZZANITH” Instruments in Outfits and Replacements.

DREDGING PLANT,

, FLOATING CRANES,
| COAL BUNKERING VESSELS.
|

FIRMA A. F. SMULDERS,
SCHIEDAM (HOLLAND. )

Telegrams:

““ASMULDERS, SGHIEDAM.’’

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912.

TANKS: sectincurane circus,

Gas and Oil Engine Tanks and Ice Tanks a Speciality.

ZZ inl F REGISTERED TELEGRAPHIC

i : ADDRESS:
cient ||| San “TANKS, SHIPLEY.”
iANKS,

TELEPHONE: No. 35.

54, NEW BROAD STREET,
ARTHUR R. BROWN, **" vonvon, e.c.
Shipbuilder, Engineer and Contractor.

Specialities :—Passenger and Cargo Steamers for the Amazon and
all kinds of Light Draft River Steamers, Tunnel Boats, Sternwheelers,
Tugs, Launches, Lighters, Engines and Boilers, also Dredges for Mining
and Harbour work.

A large number of vepeat orders received for Passenger Boats
for the Amazon, and other places.

Between 30 and 40 Gold, Tin and Platinum Dredges supplied to
all parts of the World. These hold the record for the lowest working
cost, greatest number of hours worked, and lowest cost of repairs.
Repeat orders received from all parts of the World owing to

successful working, in spite of a protective duty of 45%.
WRITE FOR ILLUSTRATED CATALOGUE.
Telephone No. :— Telegraphic Address :—
3418 Lonpon WALL. “EMBEDDED, LoNnpDoNn.”
Codes used :—A B C 5th edition, Liebers, Bedford McNeil.

iii ESTABLISHED 1884.

Send for Price List and Sample Tank.

W. P. BUTTERFIELD, Lb., SHIPLEY, YORKS, ENG.

ON THE ADMIRALTY AND WAR OFFICE LISTS.

NOW READY 3rd EDITION
e-written, Up-to-date and Enlarged

‘THE MARINE STEAM TURBINE’

By J. W. SOTHERN., M.1.E.S.

Contains comprehensive illustrated descriptions of the
Parsons and Curtis type Marine Turbines, together with
constructive and general practical data.

200 ILLUSTRATIONS Price 12/6 net.

Z7th Edition. NOW ON SALE. Price 10/6 net.

“VERBAL” NOTES & SKETCHES

FOR MARINE ENGINEERS.
640 Pages. 515 Illustrations.
By J. W. SOTHERN, M.I.E.S.
Author, ‘‘ Marine Indicator Cards,” etc.
ENLARGED, RE-WRITTEN AND RE-ILLUSTRATED.

Acknowledged to be the most practical book published on Verbal and Elementary
Sao is also invaluable as a general reference work for Marine Engineers of
all grades.

LIGHT FRAMED ENGINES

‘oa

yy = Deck Pillars, = yey
x LIGHT, a¥
9
Boats’ Davits, Masts, UATE,
Defence Booms, = ECONOMICAL

Weldless Steel

Yon\
Solid Articles. VAX
Yn

: :

i Derricks, all in SUNSETS OF EN

ha Mol
eA

Mannesmann Ree ee
vy Tubes, etc., : ee bat
yy etc. = = Yn
yen a
ae , ie The British Mannesmann
Ve coe vat Tube Co. wa
W. SISSON & Go. Ltp., engineers, | PS — satisBuRY HOUSE, LONDON, EC.
GLOUCESTER, Engiand. Aig a Works: LANDORE, R.S.0., SOUTH WALES.
CaBLes- “SISSON, GLOUCESTER, ENGLAND.” % : VNVAYAVNYNYANYAVEN | 3

When writing to advertisers, please mention INTERNATIONAL MARInE ENGINEERING.

JANUARY, IQI2.

INTERNATIONAL MARINE ENGINEERING

AND ALL OTHER PURPOSES.

WE MAKE EVERY So"). tes

purposes. Gun Metal, Yellow Metal, Bush Brass, etc. ;
ordinary Incot Metats for Engineering Purposes.

ARE YOU SATISFIED 2 os

Scrap METAL ?

SEND US YOUR ENQUIRIES.

Brass and Copper Ashes; Brass and Copper Scrap; Borings
Dust; Sweepings, etc., and every description of Metallic
Residues PURCHASED.

PARK & PATERSON, Lp.

Chief Office and Works:
PARKHEAD, GLASGOW.
(Established 1872.) :

2679 BRIDGETON, GLASGOW.

ae, 8 Telephones:
Telegrams: ‘‘CUPRUM, GLASGOW. P.O. Y 193 (2 lines).

Branch Works:

VICKERS STREET, MILES PLATTING, MANCHESTER.

Telegrams: *‘CUPRUM, MANCHESTER.” Telephone: CITY, 39138.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING January, i912

CERNE 7c
5 g

CEDERVALL'S PATENT

PROTEGTIVE

LUBRICATING BOXES

Positively stop all leaks of steam, For Propeller Shafts.
water, fire or oil. ;

They are easy to apply, harden
quickly and when hard, expand
and contract with the iron.

Every engineer should have a
copy of our instruction book.

SMOOTH-ON
MFG. CQ.

JERSEY CITY, N. J. MANUFACTURERS:

C
5
231 N. Jefferson Street, | ? fas F R CEDERVALL & SONER
Chicago a < US) LI ]

Sts EXPORTED TO ALL PARTS OF THE WORLD.

,, Lhese Boxes have been Highly Satisfactorily Applied to Men of
sgmaiareoy « War of several Nations and Merchant Steamers (with Shafts
ranging from 3in. to 18tin. in diameter).

Old Stern Tube Arrangements can be altered for application
of this Lubricating Box at a very Nominal Cost.

94 Market Street, Soros GOTHENBURG (Sweden).
San Francisco Agents :—
England, East Coast: Jos. Johnson, Newcastle-on-Tyne. England,
So NAME EMO West Coast: Maxton & Sinclair, Liverpool. Scotland and Ireland:
Moorfields, E. C., John G. Kincaid & Co., Ltd., Greenock. Beygen: C. Dahm.
London Haugesund: Fritjof Eides Eftfg. Stavanger: D. Balchen.

IsHERWOOD SYSTEM OF SHIP GONSTRUCTION

MEANS

INCREASED STRENGTH

INCREASED CAPACITY FOR BALE GOODS
INGREASED D.W. CGARRYING CAPACITY
IMPROVED VENTILATION

REDUCED COST OF MAINTENANCE

REDUCED VIBRATION.
SUITABLE FOR ALL TYPES OF VESSELS.

RESULTS TO DATE—

124 VESSELS, REPRESENTING ABOUT 511;000 GROSS REGISTER TONS,
BUILT OR BUILDING
BY 32 SHIPBUILDERS FOR 53 SHIPOWNERS.

——yy yy = FOR PARTICULARS APPLY TO ee
Nat. Tel. 661. ; Telegraphic Address:
J. W. ISH ERWOOD, ‘¢ ISHERWOOD,’’ MIDDLESBROUGH.
ZETLAND BUILDINGS, MIDDLESBROUGH, ENGLAND.
Or to S. C. GHAMBERS & CO., 3, King Street, LIVERPOOL, ENG.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

January, 1912 INTERNATIONAL MARINE ENGINEERING

SMITH’S DOCK Co., Lt.

Ship and Engine Builders and Ship Repairers,
MIDDLESBROUGH, ENGLAND.

Steel Screw Passenger Steamer for the River Amazon.

SPECIALISTS: or aii classes of LIGHT DRAUGHT GARGO and PASSENGER STEAMERS,
GOASTERS, BARGES, and all classes of FISHING VESSELS, including STEAM WHALING VESSELS.
The most Modern and Up-to-Date Shipbuilding Yard of its kind in the country, capable of
constructing Sixty Vessels per annum, including Engines; also TWO GRAVING DOCKS.
PROMPT DELIVERY CAN ALWAYS BE GUARANTEED.

yoo

L. SMIT & Co's. | } GREENWOOD & BATLEY,

SLEEPDIENST, Ltd. roe, Toe

Ces BEG Sige ee go pany) Engineers § Machine Cool Makers.
Telegrams: ROTTERDAM.

* LELS.”

De Laval Steam Turbines,
Turbine-Dynamos, Turbine-Pumps,
and Turbine=Fans.

CSS SSS SSS i UNEQUALLED FOR SHIP LIGHTING. ‘|
Compact. Light. Efficient. Rellable.

Write for Catalogue— n

Towage of Dredgers, Docks, Ships, |
etc., to any port of the world. No. 13.—General description of De Laval Turbine.

No. 14.—Turbine-Motors.
11 OCEANGOING TUGS RANGING FROM 1,500 TO 400 I.H.P. ] No. 15,—Turbine-Dynamos and Alternators.
O23 Each

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912

IMPORTANT ISSUES TO COME

MARCH NUMBER

This will be our Fifteenth Anniversary Number and will contain
valuable articles on “Fifteen Years’ Advance in the Design of Marine
Machinery,’ by Dr. W. F. Durand, ‘Fifteen Years’ Advance in Hull
Design and Equipment,’ by Professor C. H. Peabody, and other valu-
able and timely articles, making this number of great historic importance
to everybody interested in engineering in the marine field.

MAY NUMBER
This will be our Fourth Annual Dredger Number. Our Dredger

Numbers have become an important institution, as they contain by all
odds the most valuable contributions made during the year to dredging
literature.

JUNE NUMBER

The Twelfth International Congress of Navigation will be held in
Philadelphia ‘in June. These Congresses are government affairs and are
supported by all the maritime nations of the world. The several im-
portant subjects which are up for discussion at this Congress will be
fully discussed and illustrated in this number, each by a leading authority.

NOVEMBER NUMBER
This will be our Third Annual Shallow Draft Boat Number. The

fact that copies of this issue are asked for from all parts of the world,
even from the waters of Central Africa and the rivers of the interior
of South America, as well as from other countries, show the great
importance of this issue. )

Advertising Spaces Are Now Being Reserved.

INTERNATIONAL MARINE ENGINEERING

17 Battery Place, New York 31 Christopher St., Finsbury Sq., London, E. C.

30
When writing to advertisers. please mention INTERNATIONAL Marin&t ENGINEERING.

JANuARY, 1912 INTERNATIONAL MARINE ENGINEERING

Type CC 6-pole, 300 kw. 1500 r.p.m. 125-volt direct current Condensing Turbo Generator Sets, forward dynamo room,
U.S. Battleship Utah. Photo by New York Shipbuilding Company.

Curtis Turbo Generator Sets
for Marine Service

Four of these 300 kw. turbine sets constitute the standard generating equipment for

the modern Battleship.
Every equipment of this size now in use in the U.S. Navy has been furnished by

the General Electric Company.
Curtis Turbines are furnished in all sizes for naval or merchant service.

FURTHER INFORMATION ON REQUEST

The Largest Electrical Manufacturer in the World

Principal Office: Schenectady, N. Y.

SALES OFFICES IN THE FOLLOWING CITIES:

Baltimore, Md. Los Angeles, Cal. Richmond, Va. Bagnall & Hilles, Yoko- General Electric Co.
Boston, Mass. New Haven, Conn. San Francisco, Cal. hama, Japan of New York, 83
Buffalo, N. Y. New Orleans, La. Seattle, Wash. General Electric Co. Cannon St., London,
Chicago, Ill. New York, N. Y. Mitsui & Co., Tokio, (Special Representa- E.C., England
Cleveland, O. Philadelphia, Pa. Japan tive), 23 Water St.,
Detroit, Mich. (Office Portland, Ore. Yokohama, Japan one

231

of Selling Agent).

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912

BERTHS « SHIPS

SWINGING

HANGING

FIXED & | tanticursns post FREE
FOLDING ON APPLICATION.

OR ANY OTHER KIND

WHITFIELDS BEDSTEADS LTD.

WATERY LANE,
(eee 1) BORDESLEY,

over 60 years ago.

BIRMINGHAM. |

London Address - 10 DANE ST., HIGH HOLBORN.
Glasgow Address - 58 WEST CAMPBELL ST.

The SEAMLESS STEEL BOAT Co. Lto.

WAKEFIELD.

Seamless Steel Motor Launch. 84 ft. Gin. O.A. x Sft. x 3 ft. 9 in. Fitted with 15 H.P. Paraffin Motor.
(As supplied to The Orient Steam Navigation Co. Ltd.) a

A SPECIALITY MADE OF SHALLOW-DRAUGHT CARGO AND PASSENGER LAUNCHES.
SOLE MAKERS OF :— LAUNCHES,

SEAMLESS STEEL | LIEREROATS, =

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

JANUARY, 1912 INTERNATIONAL MARINE ENGINEERING

Announcement

The new BUFFALO BOOK is now
on the press.

Motor Boats

By Dr. W. F. DURAND

HIS is the only book which covers the subject of
motor boats from a scientific and engineering point
of view. It is written in such simple language

that any man who knows anything about motor boats

can understand every word of it.
It deals with the following subjects:

It contains something of interest
to YOU.

Write for it at once, otherwise
you may neglect it.

We want you to have this book
because it will make you long to be
@ BUFFALO Owner.

General Problem of the Motor Boat :

The Internal Combustion Engine. General Principles

The Internal Combustion Engine. Application to Marine Service
Carburetion and Ignition

The Boat—Form Below Water and Above

The Design of Form

You need it even though you have

no immediate intention of buying
an engine.

It tells all about the new models,
and the refinements of design which
mark the 1912 BUFFALOS.

It tells the whole story of the
most efficient engines on earth.

Wen Capit i Coal Greets
BUFFALO GASOLENE MOTOR CO.

1209-21 Niagara St. - - Buffalo, N. Y.

Practical Boat Construction
Laying Down and Assembling
Power and Speed

Propeller Design

Endurance and Radius of Action
Troubles, and How tu Locate Them
Racing Rules and Time Allowance

APPENDIX

Use of Alcohol as Fuel for Gas Engines
Kerosene Engines as Developed Up to Date

210 Pages, 6x8'%Inches Price, $150. 6/5

International Marine Engineering

Christopher St., Finsbury Sq. Whitehall Bldg ,17 Battery PI.
LONDON, E. C. NEW YORK CITY

‘SSTAN DARD’? MOTORS

For Commercial Service

Are now being used in Coastwise Schooners, Fishing
Schooners, Tow Boats, Oyster Dredge Boats, Freight
and Passenger Service.

Built in sizes from 12 to 2,000 H. P.

We invite correspondence as to your requirements;
are always pleased to submit estimates, etc.

WRITE FOR CATALOGUE

THE STANDARD MOTOR CONSTRUCTION CO.

a Pee Nee ae B Gtanclard ‘Motor. No. 180 WHITON ST., JERSEY CITY, N. J., U.S. A.

MIETZ @ WEISS
MARINE OIL ENGINES

2 to 6OO H.P.

Simplest, Safest and Most Reliable and Economical Marine Engines
on the Market

Use Kerosene, Fuel Oil, Crude Oil and Alcohol

150,000 H.P. IN OPERATION

OIL ENGINES FOR STATIONARY POWER PURPOSES
SEND FOR CATALOGUE

A. MIETZ, 130 Mott Street, New York |

When writing to advertisers, please mention INTERNATICNAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING ; JANUARY, 1912

A Marine

Record Breaker The Parsons

Marine Steam Turbine Co., Ltd.
97 CEDAR STREET, NEW YORK |

Four years’ hard Built and Under Construction for
work with total re- Warships of U. S. Navy

pair bills less than TOTAL HORSEPOWER, 370,000

25 cents

We are building
and can build for
you Engines dup-

nae. || eX i EINE aie

That Invention

When in need of Marine Machinery built right for For information how to do it
CET] ERNE WINES, SAE inquire of Delbert H. Decker,

MARINE IRON WoRKS goo F St., Washington, D.C.

2036 Dominick St. | 24 years’ experience in Patent
CHICAGO and Trade Maker Matters.

Marine Machinery Specialists

THE WILLSON FLARE LICHT

SOOO Candle Power i2 Hours at 5 Cents Per Hour

UNITED STATES MARINE SIGN OMPANY
JOHN J. MecGANN, Manager 170 BROADWAY, NEW YORK
WRITE FOR PRICES

ERNE

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JANUARY, IQI2 INTERNATIONAL MARINE ENGINEERING

| WE SELL ALL BOOKS ON MARINE ENGINEERING NOT out OF PRINT
NTERNATIONAL MARINE ENGINEERI
London: Christopher slick Finsbury Square, E. C. New York: ine Building, 17 Battery Place

is the Most Important Part of Your Boat

4 The Propeller THE BEST IS NONE TOO GOOD

S ADJUSTABLE PITCH and REMOVABLE BLADE PROPELLERS
WILLIAM T. DONNELLY, 17 Battery Place, New York

WRITE FOR CATALOGUE

Only Dry Dock on Atlantic Coast

SOUTH OF NEWPORT NEWS

4500 TONS LIFTING CAPACITY
Two Marine Railways—One 1200 Tons, One 500 Tons
All kinds of Repairs done with despatch Constant working force of 300 men

MERRILL-STEVENS COMPANY, Jacksonville, Fla.

Newport News Shipbuilding & Dry Dock Co.

WORKS AT NEWPORT NEWS, VA. (02 Hampton Roads)

Equipped with three large Basin Dry Docks ee ores dimensions: SHOPS are equipped with modern machinery capable of doing

No. 3 the largest work required in ship construction. Tools driven

Length on Top ......--...+++-+ e+e 610. feet. 827 feet. 558 feet. | by electricity and compressed air used in constructing and repair-
Width aa HOP a SERS hoes ee: oe eae - ee - ing vessels. For estimates and further particulars address

Draught of Water over Sill... .. 1.0... 25 “ Si) GE OY W. A. POST, President, 30 Church St., New York

BALDT STOCKLESS ANCHOR || FORE RIVER
aes con id || SHIPBUILDING Co.

SSS? ULPEND OTE ‘sg Established 12884. Incorporated 1904.

Used extensively bythe === = S. é ‘ ¥
United States Navy on ili Shipbuilders and Engineers

— Curtis Marine Turbines

Send for Catalogue SS = Holland Submarine Boats

BALDT ANCHOR CO., CHESTER, PA. Office and Works: QUINCY, MASS., U.S.A.

TIETJEN c&, LANG DRY DOCK CO.

HOBOKEN, N. J.
Nine Dry Docks: 600, 800, 1,000, 1,200, 1,400, 1,800, 2,000, 6,000, 10,000 Tons

General Repairs on Wooden and Iron Vessels

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912

The Bronze Spherical Seats
in combination with Malle-
able Pipe Ends give the

DART

7 PATENT UNION

BATH IRON WORKS

LIMITED

BATH, MAINE

Shipbuilders a. Engineers
LICENSEE FOR

Parsons Marine Turbines
Normand Express Water Tube Boilers

7) has been unequalled. It is
/ the acknowledged leader.

SE. M. DART MFG. CO.
Providence, R. I.

CANADIAN FACTORY
DART UNION CO., Ltd.
Toronto

Particular attention given to high speed requirements
Estimates furnished

Twist Drills and Tools
Marine Engines require high class tools in their con-

W. & A. FLETCHER CO. struction. ‘“‘Morse’”’ Tools are in every way adequate.

PARSON’S MARINE TURIBINES Morse Twist Drill and Machine Co.

Marine Engines, Boilers and Machinery of all Kinds
N BED b .
Contractors for Vessels Complete. HOBOKEN, N. J. LENNY LXCIRID, WALENSSS

‘TURBINE STEAMSHIPS YALE AND HARVARD

NOW! REA DZ
MARINE ENGINE DESIGN | Cold Storage, Heating and

Including the Design of Turning and Reversing Engines Ventilating on Board Ship
By E. M. BRAGG By S. F. WALKER

Assistant Professor of Marine Engineering and Naval Architecture,
University of Michigan CONTENTS
CONTENTS Cotp StorAGE. ‘The Cold Storage Problem. Methods of Cooling
: 2 ts, ‘ the Cold Chambers. Methods of Cooling the Air. Leading the
The Heat Engine. Calculations for Cylinder Diameters and Stroke. | Cooled Air into the Cold Chambers. How the Low Temperature of
Strength of Materials and Factors of Safety. Cylinders. Pistons. | the Brine or Refrigerant is Produced. ‘The Condenser. Lubrication
Cylinder Covers. Calculations for Cylinders and Pistons. Maximum ] and Stuffing Boxes of Compressors. Absorption Machines. Cir-
Load on Reciprocating Parts. Piston Rods. Allowable Pressure on culating Pumps. How Refrigerating Apparatus is Measured.
Bearing Surfaces. Crosshead Blocks. Slipper. Calculations for | Power Required for Refrigerating Apparatus. Cooling Water.
Piston Rod, Crossman and Slipper. Connecting Rod. Crank Shaft | Form of Apparatus for Use on Board Ship. Other Applications of
Formula. Lloyds’ Rules fer Shafting. Bureau Veritas Rules for | Refrigeration on Board Ship. Cooling Magazines and Officers’ and
Shafting. American Bureau of Shipping Rules for Shafting. Crank | Mens’ Quarters. Faults. Hratinc. Special Requirements on
Shaft Proportions. Maximum Loads on Main Bearing. Engine | Board Ship. Difficulties. Methods of Heating Available. Hot
Bed. Main Bearing Caps. Engine Frame. Calculations for Crank | Water, Steam, Air, Combined Air and Steam Radiator. ‘The Ther-
Shaft and Main Bearings. Steam Speeds and Valve Diagrams. | motank System. ‘The System Applied to the S.S. Lusitania. Heat-
Location of Center Links of Cylinders. Calculations for Steam | ing by Electricity. Regulating Heat Delivered by Electric Heaters.
Speeds, Valves, Receiver Pipes and Distance between Cylinder | Venrmarinc. Ventilation by Heating and Cooling. Ventilation
Centers. Piston Valve, Slide Valves and Valve Gear. Calculations | of Laboratories and Cattle Spaces. Fans. Size and Power Required.
for Drag Rods, Eccentric Rods, Links, Eccentrics, Eccentric Straps Testing Air Current. Estimating Heat Required. Apparatus
and Reverse Shafts. Turning Engine Design. Reversing Engine | Estimated to be Required for Heating the Different Saloons, State
Design. Cabins, etc. Cost of Furnishing Heat Required.

175 Pages. 4% *¥8. Illustrated. Cloth, NET, $2.00 275 Pages. 5%4x8. Illustrated. Cloth, NET, $2.00

D. VAN NOSTRAND COMP ANY, Publishers and Booksellers

23 MURRAY and 27 WARREN STREETS ° . - NEW YORK.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, 1912 INTERNATIONAL MARINE ENGINEERING

“Thick Heads”’ Positive, Rapid
| Circulation in a
Marine Boiler

Without Pump or Other Devices

Williams ‘‘Heavy Wrenches’’—Special Design

For Engine Room Troubles

—and you all have ’em!

When the “Heavy Wrenches”’ (Thick Heads)
were designed, tool torture was Williams’ top
thought. Result: Extra leverage, larger contact
faces, greater head-thickness-at-weakest-point have
been provided for, and you get crow-bar service in
an otherwise well-balanced tool.

The “‘much-in-one”’ design may be had in Square
and Hex Cap Screw and Square and Hex Nut sizes.

At your service now.

ROBB-BRADY
es SCOTCH BOILERS

: of 169, sa
su cote: Standen

change the sluggish flow of water into rapid
circulation by means of a steam’ drum and
circulating passage under the front neck.

Cost is reduced by using two small shells
instead of one large one, and by eliminating
the flat top combustion chamber and other

The abundant usefulness of the “Big Six’ Set ExPCUSIVE: Sta yaNB:

doesn’t impress until you are told of their extra- MADE IN THE MOST MODERN AND MOST
ordinary capacity. Seven most important Bolt THOROUGHLY EQUIPPED BOILER SHOP
sizes (14 to 34 inch) and Eight most important Cap IN THE WORLD.
Screw sizes (14 to 1 inch) in six wrenches.

Ask for Bulletin No. 3.

ROBB ENGINEERING CO., Ltd.

So. Framingham, Mass., U. S. A.

Robb Engineering Co., Ltd., 131 State Street, Boston

The handy canvas carrier-roll does the rest. For
sale by dealers. Pocket-size Catalogue of wrench
subjects free—should be in every Engine Room.

J. H. WILLIAMS & CO.

Superior Drop-Forgings
No. 63 Richards Street
Brooklyn, N. Y.

S. A. Tolman, Robb Engineering Co., Ltd., 99 West Street, New York
Geo. H. Conner, Robb Engineering Co., Ltd., 49 North 7th St., Philadelphia
Robt. B. Orr Engineering Co., 1205 Commerce Bldg., Kansas City, Mo.
Walter R. Robb, 2405 Telegraph Avenue, Berkeley, Cal.

CANADIAN WORKS, AMHERST, N. S. 39-1

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

THE ONLY

Standard American
Classification of Shipping

Has authorized agents in all Principal Ports of
the world to protect the interests of its patrons.
Vessels built under its rules or holding certifi-
cates of class or seaworthiness in this Record
of Shipping will, with their cargoes, insure at
the lowest rates.

A. A. RAVEN, President D. B. DEARBORN, Vice-President
WM. H. H. MOORE, Treasurer W. S. NICHOLS, Secretary
JOSEPH E. BORDEN, Chief Surveyor

66-68 Beaver Street New York

Detail Drawings

of a
Four Furnace Single End Scotch Boiler
together with

Diagrammatic Pipe
and Auxiliary Plan

used in connection with a

1250 H.P. TRIPLE EXPANSION ENGINE

WITH KEY

Naming and Describing Every Part of the Engine.

Price, $1.00 Postpaid

INTERNATIONAL MARINE ENGINEERING

17 Battery Place. NEW YORK CITY
31 Christopher Street, Finsbury Square, London, E. C.

JANUARY, IQI2

OILDAG

Will Do This:
Reduce Friction Prevent Wear Save Oil

Make any good lubricating oil worth three times its original value

It is the only oil lubricant that contains Deflocculated Graphite,

and is put up in condensed form for charging 1, 5, 10 or 50
gallons of oil.

Send $1 and we will send you enough Oildag, prepaid, to charge
five (5) gallons of oil. Ask for Booklet F-458.

INTERNATIONAL ACHESON GRAPHITE CO.

NIAGARA FALLS, N. Y
General Agents for Oildag and Aquadag, made by Acheson Oildag Co.

SAVE 85 PER CENT

OF YOUR

HAWSER BILL
‘**~PROVIDENCLE’’

STEAM TOWING MACHINE

enables you to make this saving by using
steel instead of manila.

WILLIAMSON BROS. CO.,
AMERICAN SHIP WINDLASS CO.

Succeeded by AMERICAN ENGINEERING COMPANY
Philadelphia, Pa. 15-303

IN THE BUSINESS CENTER

It Will Pay
You to be Represented

-.- Lhe Exhibition Department of the BOURSE
presents an opportunity to Marine Engine and

Boat Builders to maintain a permanent exhibit
in the business center of the city, where they
will come in contact with Buyers from all over
the country. Address...

THE BOURSE, Phila.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, I9I2 INTERNATIONAL MARINE ENGINEERING

Third Edition
of

PRACTICAL MARINE ENGINEERING

Contains additional chapters on

Oil Fuel
Steam Turbines
Internal Combustion Engines
Marine Producer Gas Plants

This book is written for

MARINE ENGINEERS AND STUDENTS

[t is devoted exclusively to the practical side of Marine Engineering
and is especially intended for engineers and students, and for
those who are preparing for examinations for Marine Engineers’
licenses for all grades.

PART I.—Covers the practical side of the subject, giving
a great deal of detail regarding marine engines and all that
appertains to them, together with much information regarding
auxiliaries.

PART II.—Covers the general subject of calculations for
marine engineers, and furnishes assistance in mathematics to
those who may require such aid.

PART III.—Covers the latest and best practice in Internal
Combustion Engines, Steam Turbines, Oil Fuel and Marine
Producer Gas Plants.

The book is illustrated with nearly four hundred and fifty
diagrams and cuts made especially for the purpose, and showing
the most approved practice in the different branches of the subject.
The text is in such plain, simple language that any man with an
ordinary education can easily understand it.

PRICE, $5.00 (21/-)

FOR SALE BY

INTERNATIONAL MARINE ENGINEERING

17 Battery Place New York 31 Christopher St., Finsbury Square, E. C., London

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912

A PERFECT LOG

The Schuette Recording Compass
will keep an accurate automatic record
of how your ship is steering.

It will show what course you were
steering and the exact time when the
course was changed.

Wa for descriptive booklet.

SCHUETTE RECORDING COMPASS CO.
MANITOWOC, WIS., U. S. A.

HEATH & CO., Ltd.; Nautical Instrument Manufacturers, Crayford, London.
Sole Agents for. Great Britain. Complete instrument in stock. London
showrooms: 2 Tower Royal, Cannon Street, London, E. C.

WM. ROWEKAMP, Engineer, Agent, Lappenbergsallee 4, Hamburg, Germany.
Complete instrument in stock.

TAKATA & CO., Agents, Tokio, Japan. Complete Instrument in stock.

JOHN BLISS & CO., Eastern Agents, Nautical Instruments, 128 Front Street,
New York. Complete instrument in stock.

GEORGE E. BUTLER, Western Agent, Nautical Instruments and Watch Maker,
Alaska Commercial Bldg., San Francisco. Complete instrument in stock.

MARINE ENGINE DESIGN

Including the Design of Turning
and Reversing Engines

By E. M. BRAGG

Assistant Professor of Marine Engineering and Naval
Architecture, University of Michigan

CONTENTS

175 Pages. 4%x7%. Illustrated. Cloth, NET, $2.00
FOR SALE BY

International Marine Engineering

Whitehall Bldg.,17 Battery Pl. Christopher St., Finsbury Sq.
NEW YORK CITY LONDON, E. C.

This will identify our representative

Mr. H. N. DINSMORE

who is authorized to take subscriptions in any part

of the United States and Canada, to collect the

money due for new subscriptions and renewals, and

to receipt for same in our name. His mail should
_ be sent to 37 West Tremlett Street, Boston, Mass.

International Marine Engineering
17 BATTERY PLACE, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, I912 INTERNATIONAL MARINE ENGINEERING

23 Million Pounds

is the Modulus of Elasticity of

ON E.
BETrA

PROPELLERS

and one important reason why a contract

for over a fifth of a million pounds of Monel

Metal has just been filled for the Argentine
Republic, while the United States Navy uses thousands and thousands of pounds of this metal that has
the strength of steel and glistens like silver.

The Modulus of Elasticity is a significant feature in propeller work as all metals distort under high
stresses within the elastic limit and recover again on removal of stresses. Manganese bronze has a modulus
of elasticity of only 13,000,000 Ibs., steel, 28,000,000 to 30,000,000 lbs., thus Monel Metal has better physical
properties and is less corrodible than manganese bronze with a modulus of elasticity approaching steel
that is corrodible. Quotations on any size up to 27,000 lbs. weight in one piece. Monel Metal is also
made in the form of forgings, sheets, bars, wire, etc., and adapted for scores of uses on shipboard.

50.Church RUJGGLES-COLES ENGINEERING CO. ‘x

General Agents for The Bayonne Casting Co.

Chicago Office, McCormick Building

5 ALUMINO VANADIUM.

BUYERS DIRECTORY American Vanadium Co., Pittsburg, Pa.
ACCESSORIES, BOAT—See BOAT ACCESSORIES. AMMETERS—See ELECTRICAL INSTRUMENTS.
ACCUMULATORS, HYDRAULIC.

Niles-Bement-Pond Co., New York. AMMONIA PACKING.

Ferdinand, L. W., & Co., Boston, Mass.

AIR AND CIRCULATING PUMPS (Combined). AMMONIA PROOF. HELMETS

Davidson, M. T., Co., New York.

Wheeler Condenser and Engineering Co., Carteret, N. J. Hayward, S. F., & Co., New York.
AIR COMPRESSORS. ANCHORS. pe Ree : :
Independent Pneumatic Tool Co., Chicago and New York. Bas ep indless ors Philadelphia, Pa.
Norwalk Iron Works, South Norwalk, Conn, aldt Anchor Co., ester, ra.
ANCHOR TRIPPERS.
are POCu Taney Co., New York. American Ship Windlass Co., Philadelphia, Pa.
Schutte & KGrting Co., Philadelphia, Pa. ANTI-FRICTION METAL.
AIR COUPLINGS. Hyde Windlass Co., Bath, Maine.
Independent Pneumatic Tool Co., Chicago and New York. Katzenstein, L., & Co., New_York.
: : ? Phosphor-Bronze Smelting Co., Pe Pa.
NEGIONEN INES Coty HAASE) BE Ruggles-Coles Engineering Co., New York.
AIR DRILLS. = Vanadium Metals Company, Pittsburg, Pa.
Independent Pneumatic Tool Co., Chicago and New York. ANTI-RUST COATINGS

Norwalk Iron Works, South Norwalk, Conn.

Wheeler Condenser and Engineering Co., Carteret, N. J. Ferdinand, L. W., & Co., Boston, Mass.

APPARATUS (MARINE GLUE MELTING).

AIR HAMMERS—See PNEUMATIC TOOLS. Ferdinand, L. W., & Co., Boston, Mass.
AIR HOISTS. ASBESTOS— D ] VERIN
Independent Pneumatic Tool Co., Chicago and New York. : ea Ber ae Be a Oe aENG ECO LNG ReleciscexE SCKING:
AIR HOSE.
Independent Pneumatic Tool Co., Chicago and New York. ASSESS GANGS ICES ENG SINE) BST SINOEY
ASH HOISTS.
AIR MOTORS. Davidson, M. T., Co., New York.
Independent Pneumatic Tool Co., Chicago and New York. Hyde Windlass Co., Bath, Maine.
Williamson Bros. Co., Philadelphia, Pa.
AIR PUMPS. F
Davidson, M. T., Co., New York. ATTORNEYS—PATENT,

Decker, Delbert H., Washington, D. C.

ALARMS—See WATER GAUGES AND ALARMS. Fe eT RUC cratinn antl Ohix

Penberthy Injector Co., Detroit, Mich.

Wheeler Condenser and Engineering Co., Carteret, N. J.

ALCOHOL ENGINES.

Mietz, A., New York. AUTOMATIC TOWING MACHINES—See TOWING MACHINES.
ALLOYS, VANADIUM. AUTOMATIC WATER GAUGES—See WATER GAUGES.
A i V i by 1 , b
americans Vanadium: Co., "Pittsburg, Ya BABBITT METAL—See ANTI-FRICTION METAL.
ALUMINUM CASTINGS. BALL BEARINGS—See THRUST BEARINGS.
Lunkenheimer Co., Cincinnati, Ohio.
Vanadium Metals Company, Pittsburg, Pa. BARGES—See SHIPBUILDERS.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912

AMERICAN GASACCUMULATOR COMPANY

Perry Bldg.§ PHILADELPHIA §vwu:s.a.
Manufacturers of AGA Lighthouse Apparatus (Dal’ Patents)

The United States Lighthouse
Bureau has installed the

AGA SYSTEM

at many of their most import-
ant light stations, among
which are these well-known
lights: Scotland Lightship,
Frying Pan Shoals Lightship,
Cornfield Lightship, Northeast
End Lightship, etc.

The New Ambrose Channel
New York Harbor
is lighted by

AGA BUOYS

Other AGA Buoys are estab-
lished at Nantucket Shoals,
Point Judith, Montauk Point,
Brigantine Shoals, Winter
Quarter Shoals, Fenwick Is-
land Shoals, Chesapeake Bay,
Charleston Harbor, Hetzel
Shoals, etc., etc.

AGA BEACONS

and Buoys are in Use All
Over the World

BATH TUBS—ENAMELED IRON, PORCELAIN. BOATS—See LIFE BOATS; also LAUNCHES AND YACHTS.

Sands, A. B., & Son Co., New York. 5

BOILERS—Also see ENGINE BUILDERS—also SHIP BUILDERS.
BEARINGS—See ANTI-FRICTION METAL; also THRUST BEARINGS. Almy Water Tube Boiler Co., Providence, R. I.
Babcock & Wilcox Co., New York.

BELLS. Bath Iron Works, Bath, Maine.

Hayward, S. F., & Co., New York. Griscom-Spencer Co., New York.

National Tube Co., Pittsburg, Pa. Hyde Windlass Co., Bath, Maine.

Vanadium Metals Company, Pittsburg, Pa. Kingsford Foundry & Machine Works, Oswego, N. Y.

Mosher Water Tube Boiler Co., New York.
Robb Engineering Co., South Framingham, Mass.
Roberts Safety Water Tube Boiler Co., Red Bank, N. J.

BELTING—See RUBBER BELTING.

BENCH TOOLS. s :
Billings & Spencer Co. Hartford, Coun Ward, Chas., Engineering Works, Charleston, W. Va.
ratt itney Co., New York. y
Starrett, L. S., Co., Athol, Mass. Be eRe MaLGa Nee York.
Williams & Co., J. H., Brooklyn, N. Y. Schutte & Kérting Co., Philadelphia, Pa.
BENDING MACHINES, KEEL PLATE OR GARBOARD.
Niles-Bement-Pond Co., New York. BOILER COMPOUNDS.

Johns-Manville, H. W., Co., New York.
BOILER COVERING—See NON-CONDUCTING COVERING.
BOILER FEEDERS—See FEED-WATER REGULATORS.

BENDING ROLLS—See ROLLS.
BILGE PUMPS—See PUMPS.

BITTS. *

American Ship Windlass Co., Philadelphia, Pa. SO OE ND TURE Ee

RAED WERE (Coy, SE Wires Independent Pneumatic Tool Co., Chicago and New York.
BLACK PRINT PAPER. Johns-Manville, H. W., Co., New York.

Frey, Louis, (S2Co: New 1Vork: BOILER FLUE AND TUBE CUTTERS.
BLOWERS. RSs Mo EE Oa AO Mo.

, 9 6 riscom-Spencer Co., New York.
Ron SAGE ee aie N. J. Independent Pneumatic Tool Co., Chicago and New York.

Johns-Manville, H. W., Co., New York.
BOILER FLUE AND TUBE EXPANDERS.

General Electric Co., Schenectady, N. Y.
Kerr Turbine Co., Wellsville, N. Y.

Sirocco Engineering Co.—See Americen Blower Co.

Sturtevant Co., B. F., Hyde Park, Mass. Faessler, J., Mfg. Co., Moberly, Mo.

RAR SEEN REGIS Coo Bese, Com. BOILER AND PIPE COVERINGS—See NON-CONDUCTING CUVER-
BLOW-OFF VALVES—See VALVES. ING.
BLOWERS, SOOT—See SOOT BLOWERS. BOILER RIVETS—Also see RIVETS.

Champion Rivet Co., Cleveland, Ohio.
BOAT ACCESSORIES.

Ferdinand, L. W., & Co., Boston, Mass. BOILER ROOM FITTINGS.

International Acheson Graphite Co., Niagara Falls, N. Y. American Blower Co., Detroit, Mich.

Welin Davit and Lane & DeGroot Co,. Consol., Long Island City, N.Y. American Steam Gauge & Valve-Mfg. Co., Boston, Mass.
BOAT BUILDERS—See LAUNCHES AND YACHTS. SSS eS
BOAT DAVITS—See DAVITS. : pereuson age & Valve Co., Boston, Mass.

unkenheimer Co., Cincinnati, Ohio.

BOAT FITTINGS. McNab & Harlin Mfg. Co., New York.

Ferdinand, L. W., & Co., Boston, Mass. National Tube Co., Pittsburg, Pa.

Ruggles-Coles Engineering Co., New York. Powell, Wm., Co., Cincinnati, Ohio.

Vanadium Metals Company, Pittsburg, Pa. Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N. Y. Star Brass Mfg. Co., Boston, Mass.

W nen writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, IQI2

WESTON

A. C. SWITCHBOARD

A. C. PORTABLE

INTERNATIONAL MARINE ENGINEERING.

INSTRUMENTS

AMMETERS
VOLTMETERS
AMMETERS
MILLI-AMMETERS
VOLOMETERS

AMMETERS

D. C. ECLIPSE SWITCHBOARD MILLI-AMMETERS

VOLTMETERS

These new instruments are absolutely Dead-Beat ; Extremely Sensitive. é
Remarkably Accurate. They require very little power for operation and are very low in price.
The Alternating Current Instruments are practically free from Temperature Error and their Indications are practically
independent of frequency and also of wave form. : J i
Correspondence regarding these and other of our many types of Electrical Measuring Instruments is solicited.

WESTON ELECTRICAL INSTRUMENT COMPANY
NEWARKH: N. J.

New York Office. 114 Liberty St.

Chicago, 1504 Monadnock Block.
Boston, 176 Federal St.
Philadelphia, 342 Mint Arcade.
Birmingham, Brown Marx Bldg.
St. Louis, 915 Olive St.

BOILER STAYBOLTS—See STAYBOLTS.

BOILER TUBES.
National Tube Co., Pittsburg, Pa.

BOILER TUBE CUTTERS—See BOILER FLUE AND TUBE CUTTERS.

BOILER TUBE RETARDERS,
Griscom-Spencer Co., New York.

BOLTS AND NUTS.
National Tube Co., Pittsburg, Pa.

BOOKS.
Van Nostrand Co., D., New York.

BORING BARS—See CYLINDER BORING BARS.

BORING MACHINES—METAL WORKING.
Niles-Bement-Pond Co., New York.

BORING MACHINES—WOOD.
Independent Pneumatic Tool Co., Chicago and New York.

BORING AND TURNING MILLS.
Niles-Bement-Pond Co., New York.

BRASS AND COPPER—Also see YELLOW METAL; also MUNTZ
METAL.

Ruggles-Coles Engineering Co., New York.
Vanadium Metals Company, Pittsburg, Pa.
$

BRASS CASTINGS.
Griscom-Spencer Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., Cincinnati, Ohio.
Vanadium Metals Company, Pittsburg, Pa.

BRASS FITTINGS.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
Powell Co., Wm., Cincinnati, Ohio.
Ruggles-Coles Engineering Co., New York.
Star Brass Mfg. Co., Boston, Mass,

BRAZING MATERIALS.
Smooth-On Mfg. Co., Jersey City, N. J.

BRONZE.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.
Ruggles-Coles Engineering Co., New York.

BRONZE CASTINGS—See CASTINGS, BRONZE.

BRONZE-VANADIUM.
American Vanadium Co., Pittsburg, Pa.
Vanadium Metals Co., Pittsburg, a.

Denver, 231 15th Street.

San Francisco, 682 Mission St.
New Haven, 29 College St.
Cleveland, 1522 Prospect Ave.
Montreal, 410 St. James St.’

Paris, 12 Rue St. Georges.

- Berlin, Genest Str. 5, Schoenberg.
Toronto, 76 Bay, St.
Mexico, 2a Capuchinas 40.

BUOYS. ; i
American Gasaccumulator Co., Philadelphia, Pa.
Sands, A. B., & Son Co., New York.

BUOYS, LIGHT—See LIGHT BUOYS.

BUOYS, RING.
Ferdinand, L. W., & Co., Boston, Mass.

BURNERS, -FUEL OIL—See FUEL OIL BURNERS.

BUSHINGS.
National Tube Co., Pittsburg, Pa.

BUTTERFLY VALVES—See VALVES.
BY-PASS VALVES—See VALVES.

CABLEWAYS—See MARINE CABLEWAYS.
CALORIMETERS—SEPARATING, THROTTLING, COAL.
Schaeffer & Budenberg Mfg. Co., Brooklyn, -N. Y.

Schutte & K6rting Co., Philadelphia, Pa.

CANOE GLUE.
Ferdinand, L. W., & Co., Boston, Mass.

CANVAS—FOR LIGHTER COVERS, HATCH COVERS,

PAULINS.
Bunker, E. A., New York.

CAPSTANS—STEAM—ELECTRIC—HAND.
‘American Ship Windlass Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.

CARGO BLOCKS—See BLOCKS.

CASTINGS—BRONZE—Also see STEEL CASTINGS.
Griscom-Spencer Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.
Ruggles-Coles Engineering Co., New York.
Vanadium Metals Co., Pittsburg, Pa.

CAST-IRON VANADIUM.

American Vanadium Co., Pittsburg, Pa.
CAST-STEEL VANADIUM.

American Vanadium Co., Pittsburg, Pa.

CEMENT-ASBESTOS.
Johns-Manville,!H: W., Co., New York.

CEMENT-LINOLEUM.
Ferdinand, L. W., & Co., Boston, Mass.

CENTRIFUGAL PUMPS—See PUMPS.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

London, Audrey House, Ely Pl., Holborn.

TAR-

INTERNATIONAL MARINE ENGINEERING

JANUARY, IQI2

“DURABLE” WIRE ROPE

Is especially useful for

SHIP’S RIGGING, TOWING HAWSERS,
MOORING ROPES, DREDGING,
HOISTING and Similar Uses

It is made of selected steel, and its construction is such
that it combines the pliability and wearing surface of
hemp with the strength of wire rope. It is rust-proof.

Send for detailed information.

Durable Wire Rope Co.

93 PEARL STREET BOSTON, MASS.

TRADE MARK.

Fans

For Mechanical Draft and Ship Ventilation

have enormous volumetric capacities for small space requirements.

Being small, the cost of installation is brought down to the
minimum.

Ships all over the world are equipped with ‘Sirocco’ Fans.
White for “‘Sirocco’’ Bulletin No. 284-ME.

AMERICAN BLOWER COMPANY

DETROIT, MIC
u Ss. ee

CHAIN PIPE WRENCHES—See WRENCHES.

CHAIN STOPPERS.
American Ship Windlass Co., Philadelphia, Pa.

CHANDLERY STORES.
Ferdinand, L. W., & Co., Boston, Mass.
Griscom- Spencer Com New York.
Ostermoor & Co., New York.

CHECK VALVES—See VALVES.
CHRONOMETERS—See CLOCKS.

CHOCKS.
American Ship Windlass Co., Philadelphia, Pa.

CHUCKS.
Morse Twist Drill & Machine Co., New Bedford, Mass.

CIRCULATING PUMPS—See PUMPS.

CIRCULATORS.
Ross Schofield Co., New York.

CLASSIFICATION ASSOCIATION.
American Bureau of Shipping, New York.

CLOCKS.

American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston. Mass.

Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

Star Brass Mfg. Co., Boston, Mass.

CLOTH—FOR LIGHTER COVERS, HATCH COVERS AND TAR-
PAULINS.
Bunker, E. A., New York.
COATINGS, ANTI-RUST—See ANTI-RUST COATINGS.
COCKS—See GAUGE COCKS.

COAL HANDLING MACHINERY.
Lidgerwood Mfg. Co., New York.

COLLECTORS—PNEUMATIC.
Sturtevant Co., B. F., Hyde Park, Mass.

COMPANION FLANGES.
Lunkenheimer Co., Cincinnati, Ohio.

COMPOUNDS—See BOILER COMPOUNDS.

CONDENSERS.
Davidson, M. T., Co., New York.
Griscom- Spencer Co., New York.
Schutte & K6rting Co., Philadelphia, Pa.
Wheeler Condenser and. Engineering Co., Carteret, N. J.
Williamson Bros. Co., Philadelphia, Pa.

CONS Ne ENGINEERS—See ENGINEERS—Also PROFESSIONAL

CONVEYING MACHINERY.
Lidgerwood te ee New York.
Sturtevant Co., -» Hyde Park, Mass.

COOLERS, AIR—See AIR COOLERS.

COOLERS FOR OIL.
Schutte & K6rting Co., Philadelphia, Pa.

COPPER—See BRASS AND COPPER.

CORDAGE—Also see ROPE and WIRE ROPE—Also TWINE.
Columbian Rope Co., Auburn, Y.
Durable Wire Rope Co. Boston, Mass.
Griscom-Spencer Co., New York.
Plymouth Cordage Co., North Plymouth, Mass.

CORK CEMENT, FENDERS, JACKETS, RINGS.
Armstrong Cork Co. by Pittsburg, Pa
Ferdinand, L. W., & Co., Boston, Mass.

CORRUGATED FURNACES.
Continental Iron Works, Brooklyn, N. Y.

COTTON DUCK—See CHANDLERY STORES.
COTTON RUBBER-LINED HOSE—See HOSE.
COUNTERS—See REVOLUTION COUNTERS.
COVERING, STEAM—See NON-CONDUCTING COVERING.

CRANES.
Niles-Bement-Pond Co., New York.
Welin Davit and Lane & DeGroot Co.., Consol., Long Island City, N.Y.
Williamson Bros. Co., Philadelphia, Pa.

CRANK SHAFTS—See FORGINGS.

CUPRO-VANADIUM.
American Vanadium Co., Pittsburg, Pa.

CUTTERS.
Morse Twist Drill & Machine Co., New Bedford, Mass.
Pratt & Whitney Co., New York. :

CYLINDER BORING BARS.
Niles-Bement-Pond Co., New York.

CYLINDER RELIEF VALVES—See VALVES.

CYLINDERS FOR COMPRESSED AIR, GAS, ETC.
National Tube Co., Pittsburg, Pa.

CYLINDERS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

INTERNATIONAL

JANUARY, I912

MARINE ENGINEERING

You Get A New SS

Nicholson File

if you find the slightest imperfection in

any one that you buy.
protective guarantee.

Nicholson Files are made of the finest
steel money can buy, tempered by the
famous Nicholson process, and man-

ufactured by expert file makers.

Nicholson File Company

Providence, R. I., U. S. A.

That’s our

Nicholson Files are
made in 3500 different

styles and sizes.

Write for a copy of
“File Filosophy.”’

DAVITS.

Welin Davit and Lane & DeGroot Co,. Consol., Long Island City, N.Y.

DECK HOISTS—See HOISTING ENGINES.

DECK PLATES.
Sands, A. B., & Son Co.,

New York.
DECK PUMPS—See PUMPS.

DIAPHRAGM PUMPS—See PUMPS.
Hyde Windlass Co., Bath, Maine.

DIES.
Morse Twist Drill & Machine Co., New Bedford, Mass.
Pratt & Whitney Co., New York.

DIRECT-CONNECTED SETS—See ELECTRICAL PLANTS.

DISENGAGING GEARS.

Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N.Y.

DISTILLERS—See EVAPORATORS.

DIVING APPARATUS.

Morse, Andrew J., & Son, Inc., Boston, Mass.

DRAFT, MECHANICAL—See MECHANICAL DRAFT.

DRAIN VALVES—See VALVES.

DRAWING PAPER.
\eeuns Frey, Louis, & Co., New York.

DREDGING MACHINERY.
Williamson Bros. Co., Philadelphia, Pa.

DRILLING MACHINES, VERTICAL, HORIZONTAL AND RADIAL.
Niles-Bement-Pond Co., New York.
Pratt & Whitney Co., New York.

DRILLS.
Morse Twist Drill & Machine Co.,
Pratt & Whitney Co., New York.

New Bedford, Mass.

DRILLS, ELECTRIC—See ELECTRIC DRILLS.

DRILLS, PNEUMATIC—See PNEUMATIC TOOLS—Also AIR DRILLS.

DRILLS, PORTABLE—See PORTABLE DRILLS.

DROP FORGINGS—EYE BOLTS, HOOKS, ROPE SOCKETS,
WRENCHES, ETC.
Billings & Spencer Co., Hartford, Conn.
Williams & Co., J. H., "Brooklyn, N. Y

DROP HAMMERS.
Billings & Spencer Co., Hartfod, Co.
Niles-Bement-Pond Co., New York.

DRY DOCKS AND MARINE RAILWAYS.
Merrill-Stevens Co., Jacksonville Fla.
Newport News Shipbuilding & Dry Dock Co., Newport News, Va.
Tietjen & Lang Dry Dock Co., Hoboken, N. J.

DRYING APPARATUS.
American Blower Co., Detroit, Mich.
Sturtevant Co., B. F., Hyde Park, Mass.

Se CATRTOLS ELECTRIC PLANTS; also STEAM TURBINE

ECONOMIZERS, FUEL—See FUEL ECONOMIZERS.

EJECTORS.
Lunkenheimer Co., Cincinnati, Ohio.
Penberthy Injector Co., Detroit, Mich.
Schutte & K6rting Co., Philadelphia, Pa.

ELECTRIC DRILLS.
General Electric Co., Schenectady, N-. Y.
Independent Pneumatic Tool Co., Chicago and New York.
Johns-Manville, H. W., Co., New York.

ELECTRIC HEATERS.
General Electric Co., Schenectady, N. Y.
Simplex Electric Heating Co., Cambridgeport, Mass.

ELECTRIC HOISTS.
American Ship Windlass Co., Philadelphia, Pa.
General Electric Co., Schenectady, N. Y.
Hyde Windlass Co., Bath, Maine.
Lidgerwood Mfg. Co., New York.
Niles-Bement-Pond Co., New York.
Williamson Bros. Co., Philadelphia, Pa.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

OPEN HEARTH
ALLOY OTEEL FORGINGS

OF QUALITY

JANUARY, IQI2

Rough Turned
. or
Finished Complete

ERIE FORGE CO. LU StS 6/8 \6 Tae oe cttoat se nannies

ERIE, PA.,

US SEND YOV A

UN IVERSAL NOZZLE

ON TRIAL

This is a flexible nozzle for stationary pipe or
hose connection, and is specially designed FOR
MARINE USE.

It can be turned in any direction, and will
temain in position without attendance. Has
many other attractive features.

39 Park Place
ANYTHING AND EVERYTHING FOR FIRE PROTECTION

ELECTRIC LIGHTS.
General Electric Co., Schenectady, N. Y.

ELECTRIC PLANTS.
General Electric On Schenectady, N. Y.
Sturtevant Co., ,» Hyde Park, Mass,
Terry Steam "ubbine’ Gon :, Hartford, Conn.

Se ae FITTINGS AND SUPPLIES—Also see ELECTRIC

General Electric Co., Schenectady, N. Y.
Griscom- SrEnCerA Co., New York.
Johns-Manville, H. W., Co., New York.

ELECTRICAL INSTRUMENTS.
General Electric Co., Schenectady, N. Y.
Weston Electrical Instrument Co., Waverly Park, Newark, N. J

ELEVATORS, FREIGHT—See FREIGHT ELEVATORS,
CLINED ELEVATORS.

ENGINE PACKING—See PACKING.
ENGINE-ROOM SUPPLIES—See STEAM SPECIALTIES.

ENGINEERS, CONSULTING AND CONTRACTORS,
Donnelly W. T., New York.
Griscom- Spencer Co., New York.
Williamson Bros. Ch, Philadelphia, Pa.

ENGINES FOR AUXILIARIES.
American Blower Co., Detroit, Mich.
American Ship Windlass Co. 5 Philadelphia, Pa.
De Laval Steam Turbine Co., Trenton, N. J.
Hyde Windlass Co., Bath, Maine.
Kerr Turbine Co., Wellsville, Who Wo
Marine Iron Works, Chicago, III.
New London Ship & Engine Co., Groton, Conn.
Sturtevant Co., B. F.. Hyde Park, Mass.
Terry Steam Turbine Co., Hartford, Conn.

Wheeler Condenser and Engineering Co., Carteret, N. J.

ENGINES, GASOLINE—See GASOLINE ENGINES.

ENGINES, HOISTING—See HOISTING ENGINES.
ENGINES, KEROSENE—See KEROSENE ENGINES.

ENGINES—OIL.
Mietz, A., New York.
New London Ship & Engine Co., Groton, Conn.

ENGINES—PROPELLING.
Bath Iron Works, Bath, Maine.
Kingsfora Foundry & Machine Works, Oswego N. Y.
Marine Iron Works, Chicago, III.
Mietz, A.. New York.
New London Ship & Engine Co., Groton, Conn. |
Parsons Marine Steam Turbine Co. -» New York.
Sheriffs Mfg. Co., Milwaukee, Wis.

also IN-

Send for Catalog and full particulars

Sole Licensees

S. F. HAYWARD & CO.

Established 1868
NEW YORK

Trout, H. G., Co., Buffalo, N. Y.
Ward, Chas., Engineering Works, Charleston, W. Va.

ENGINE REGISTERS.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N

ENGINE-ROOM CLOCKS—See CLOCKS.

ESCALATORS.
Otis Elevator Co., New York.

EVAPORATORS.
Davidson, M. T., Co., New York.
Griscom- Spencer. Co., New York.
Schutte & K6rting Co. , Philadelphia, Pa.
Wheeler Condenser and Engineering Co., Carteret, N. J.
Williamson Bros. Co., Philadelphia, Pa.

EXCESS PUMP GOVERNORS—See PUMP GOVEF™ ORS.
EXHAUST FANS—See BLOWERS.

EXHAUST HEADS.
Sturtevant Co., B. F., Hyde Park, Mass.

EXPANDERS—See BOILER FLUE AND TUBE EXPANDERS.

EXPANSION JOINTS.
Griscom-Spencer Co., New York.
National Tube Co., Pittsburg, Pa.
Power Specialty Co., New York.

FANS—See BLOWERS.

FEED CHECK VALVES—See VALVES.

FEED-WATER HEATERS AND PURIFIERS.
Griscom-Spencer Co., New York.
Schutte & K6rting Co., Philadelphia, Pa.
Wheeler Condenser and Engineering Co., Carteret, N ¢.
Williamson Bros. Co., Philadelphia, Pa.

FEED-WATER REGULATORS.
Jerguson Gage & Valve Co.,

FERRO-VANADIUM. z
American Vanadium Co., Pittsburg, Pa.

FERRY BOAT LAMPS—See LAMPS.

FILES.
Nicholson File Co., Providence, R. I. -

FILTERS.
Griscom-Spencer Co., New York.
Schutte & KGrting Co., Philadelphia, Pa.

FIRE EE ENE SUE ES
Hayward, S. New York.
Morse, anes ye & moons Inc., Boston, Mass.

FIRE EXTINGUISHERS.
Hayward, S. F., & Co., New York.
Morse, Andrew J. & Son, Inc., Boston, Mass.

Boston, Mass.

When writing to advertisers, please mentian INTERNATIONAL MARINE ENGINEERING.

JANUARY, I912

FIRE HOSE—See HOSE.

FIREPROOF CONSTRUCTION.
Johns-Manville, H. W., Co., New York.

FIREPROOF LUMBER—See LUMBER, FIREPROOF.
FIRE PUMPS—See PUMPS.

FLANGES.
Dart, E. M., Mfg. Co., Providence, R. I.
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. g. Co., New York.
National Tube Co., Pittsburg, Pa,

FLANGING PRESSES.
Niles-Bement-Pond Co., New York.
Watson-Stillman Co., New York.

FLEXIBLE SHAFTING.
Sto# Mfg. Co., Binghamton, N. Y.

FLOATING DRY DOCKS—See DRY DOCKS.
FLUE CLEANERS—See BOILER FLUE CLEANERS.
FLUE CUTTERS—See BOILER FLUE AND TUBE CUTTERS.

FORCED DRAFT—See also BLOWERS.
American Blower Co. and Sirocco Engineering Co., Detroit, Mich.
De Laval Steam Turbine Co., Trenton, N. J
General Electric Co., Seneca INES
Sturtevant Co., B. F., Hyde Park, Mass.

FORGES.
Sturtevant Co., B. F., Hyde Park, Mass.

FORGINGS, BRONZE—See also DROP FORGINGS.
Erie Forge Co., Erie, Pa.
Hyde Windlass’ Co., Bath, Me.
Vanadium Metals Co., Pittsburg, Pa.

FORGINGS, OPEN HEARTH STEEL.
Erie Forge Co., Erie, Pa.

FORGINGS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

FREIGHT ELEVATORS FOR DOCKS AND WHARVES.
Otis Elevator Co., New York.

FROSTPROOF COVERINGS.
Ferdinand, L. W., & Co., Boston, Mass.

FUEL ECONOMIZERS.
Griscom-Spencer Co., New York.
Power Specialty OO, New York.
Sturtevant Co., .» Hyde Park, Mass.

FUEL OIL BURNERS.
Schutte & K6rting Co., Philadelphia, Pa.

FURNACES—Also see CORRUGATED FURNACES.
Continental Iron Works, New York.

FUSIBLE PLUGS.
Griscom-Spencer Co., New York.

GALLEYS—See RANGES.

GAS BLOWERS AND EXHAUSTERS.
American Blower Co., Detroit, Mich.
Schutte & K6rting Co., Philadelphia, Pa.
Sturtevant Co., B. F., Hyde Park, Mass.

GASKETS—Also see PACKING.
Crandall Packing Co., Palmyra, N. Y.
Griscom-Spencer Co., New York.
ohns-Manville, H. We Co., New York.
tzenstein & Co., New York.
New York Belting & “Packing Co., Ltd., New York.
Beerless Rubber Mfg. Co., New Yor
Power Specialty Co.. New York.
Smooth-On Mfg. Co., Jersey City, N. J.
Vanda Co., New Yor

GASOLINE ENGINES—Also see LAUNCHES AND YACHTS; also
KEROSENE ENGINES—Also OIL ENGINES.
Bridgeport Motor Co., Bridgeport, Conn.
Buffalo Gasoline Motor Co., Buffalo, N. Y.
Mietz, A.. New York.
Standard Motor Construction Co., Jersey City, N. J.

GAS ENGINE SPECIALTIES.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
Powell, Wm., Co., Cincinnati, Ohio.
Star Brass Mfg. Co., Boston, Mass.

GAS PRODUCERS—See MARINE GAS PRODUCERS
GATE VALVES—See VALVES.
GAUGE COCKS.

American Steam Gauge and Valve Mfg. Co., Boston, Mass.
Jerguson Gage & Valve Co., Boston, Mass.

Lunkenheimer Co., Cincinnati, Ohio.

McNab & Harlin Mfg. Co., New York.

National Tube Co., Pittsburg, Pa.

Powell, Wm., Co., Cincinnati, Ohio

Star Brass Mfg. Co., Boston, Mass.

GAUGES—See STEAM GAUGES.

(22524 Vesey St.,

INTERNATIONAL MARINE ENGINEERING

‘Sands”’ Sanitary Fixtures
USED ALL OVER THE WORLD

The ‘‘Navahoe”’ Washdown Deep
Seal Closet, with N. P. composition
“Utilis’’ flush valve, controlling
valve. Heavy oak seat, with N. P.
brass post hinges, brass floor plate
rubber gasket; bolts and nuts.

Complete, $38.00.
If mahogany seat, add $1.50.

DIMENSIONS:

15 ins. wide, 21 ins. front to back,
18 ins. high to top of seat, center
of outlet from wall 13 4 ins., center
of inlet from floor 20 ins.

Weight, net, 55 Ibs.; gross 85
Ibs.

The above fixture is suitable for
use above the water line only, has
extra heavy bowl, and largely used
for general toilet rooms.

Pressure required to operate
valve, not less than 15 pounds.

The “‘Utilis’”’ flush valve is made with side inlet and short nipple; also
with close drop elbow for iron pipe connections, with or without con=
trolling cock. For marine use the side inlet valve is always sent, unless
otherwise ordered.

PLATE S-54

Send for CATALOGUE ‘‘E”’ showing large assortment of Marine
Plumbing Specialties, free upon application.

A. B. SANDS & SON COMPANY
1849 ‘Pioneers for Over 60 Years”’ ' 1912
Largest Manufacturers in the World of

MARINE PLUMBING SPECIALTIES
New York, U.S.A.

THIS KERR TURBO-PUMP FEEDS
12,000 H.P. OF BOILERS

This 1000-gallon-per-minute turbo-pump is doing aon what four
uplex reciprocating pumps would not do in feeding the 32—375 hp. boilers in
Armour & Company's Chicago Stockyards plant. For over two years this unit
has been in constant service, maintaining a f line pressure of 140 lIbs., and has
often run for weeks at a time, day and night, without a shutdown.
Isn't this pretty good and worth the serious consideration of all boiler users,
especiallv that the pump delivers at uniformly even pressure, has no frictional con-

\ tacts inside, uses little packing and lubricants, uses no more steam than a reciprocat-

ing pump of equa duty, involves practically no expense for any supplies, has no

“adjustable parts’’ to require constant attention, always looks neat and clean, costs
no more than a reciprocating unit of equal duty, goes into less space, and delivers
its exhaust free from oil and in the best possible condition for reuse ?

Send for our New Catalog

KERR TURBINE COMPANY

=a) Wellsville, New York

Agents in all large cities 40

When writing to advertisers, please mention. INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

RAILWAY DRY DOCKS

GAUGE GLASSES.
jerguson Gage & Valve Co., Boston, Mass.
unkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

GAUGE TESTERS.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.

GEARS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

GENERATORS—See ELECTRIC PLANTS.
GLOBE VALVES—See VALVES.

GLUE—LINOLEUM, MARINE, SHIP, YACHT, WATERPROOF.

Ferdinand, L. W., & Co., Boston, Mass.

GONGS.
National Tube Co., Pittsburg, Pa.
Vanadium Metals Co., Pittsburg, Pa.

GOVERNORS—See PUMP GOVERNORS.
GRABS—See DREDGING MACHINES.

GRAPHITE.
Dixon, Jos., Crucible Co., Jersey City, N. J.
International Acheson Graphite Co., Niagara Falls, N. Y.

GRATE BARS.

Griscom-Spencer Co., New York.
GREASE—See LUBRICANTS.
GREASE CUPS—See LUBRICATORS.

Albany Lubricating Co., New York.

Cook’s Sons, Adam, Ney York.

Griscom-Spencer Co., New York.

McNab & Harlin Mfg. Co., New York.
GREASE EXTRACTORS.

American Steam Gauge and Valve Mfg. Co., Boston, Mass.

Griscom-Spencer Co., New York.
GYPSEYS.

American Ship Windlass Co., Philadelphia, Pa.

Hyde Windlass Co., Bath, Maine.
HAMMERS, PNEUMATIC—See PNEUMATIC TOOLS.
HARDWARE—See CHANDLERY STORES.
HAWSERS—See WIRE ROPE.
HEATERS—BATH, LAVATORY, SHOWER.

Sands, A. B., & Son Co., New York.

Schutte & K6rting Co., Philadelphia, Pa.
HEATING AND VENTILATING APPARATUS.

American Blower Co., Detroit, Mich.

Schutte & K6rting Co., Philadelphia, Pa.

Sturtevant Co., B. F., Hyde Park, Mass.
HELMETS, SMOKE AND AMMONIA.

Hayward, S. F., & Co., New York.

JANUARY, IQI2

Designed and Built

for

All Classes and
Types of Vessels

Timber and Steel
Construction

H.LGRANDALL & SON GO.

EAST BOSTON, MASS.

HEMP—See TWINE.
HOISTING ENGINES.

American Ship Windlass Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Maine.

Lidgerwood Mfg. Co..
Williamson Bros. Co.,

New York.
* Philadelphia, Pa.

HOISTS, ELECTRIC—See ELECTRIC HOISTS.

HOSE—See AIR HOSE.

eS Ae cee DES Co., New York.
Haywaid b Sb & Co., New York.
pendent een 8: Tool Co., Chicago and New York.

Nee York Belting & Packing Co.,

HOSE COUPLING.

Eureka Fire Hoe Co.

» New York.

Hayward, S. & Co., New York.
Independent Eee Tool Co., Chicago and New York.

McNab & Harlin Mfg. C

o., New "York.

National Tube Co. Pittsburg, Ras
Vanadium Metals Company, Pittsburg, Pa.

HOSE NOZZLES.
Hayward, S. F., & Co.

., New York.

McNab & Harlin Mfg. Co., New York.

Morse, Andrew J., Son, Inc,
Vanadium Metals Co.,

Pittsburg, Pa.

HOSE REELS AND RACKS.

Hayward, S. F., & Co.

HYDRAULIC FITTINGS.

MvNab & Harlin Mfg.

» New York.

Co., New York.

Powell, Wm., Co., Cincinnati, Ohio.
Schutte & K6rting Co., Philadelphia, Pa.

Watson-Stillman Co.,

HYDRAULIC JACKS.
Watson-Stillman Co.,

New York.

HYDRAULIC MACHINERY—RIVETERS,
Niles-Bement-Pond Co., New York.

Watson-Stillman Co.,

New York.

Ltd., New York.

Boston, Mass.

PUNCHES, SHEARS.

ICE MACHINES—See REFRIGERATING PLANTS.

INCLINED ELEVATORS FOR DOCKS AND WHARVES.
Otis Elevator Co., New York.

INDICATOR CONNECTIONS.
Lunkenheimer Co., Cincinnati, Ohio.

INDICATORS—STEAM AND GAS ENGINE.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
Powell Co., The, Wnm., Cincinnati, Ohio.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

Star Brass Mfg. Co.,
INDUCED DRAFT.

American Blower Co.,
F., Hyde Park, Mass.

Sturtevant Co., B

Boston, Mass.

Detroit, Mich.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, IQI2

INTERNATIONAL MARINE ENGINEERING

INJECTORS.
Lunkenheimer Co., Cincinnati, Ohio.
Penberthy Injector Co., Detroit, Mich.
Powell he, Wm., Cincinnati, Ohio.
Schutte . ‘K6rting Co., Philadelphia, Pa.

INTERLOCKING RUBBER ENG.
Griscom-Spencer Co., New Yor
New York Belting & Packing Cx

IRON CEMENT.
Smooth-On Mfg. Co., Jersey City, N. J.

JACKS—PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.

JACKS FOR UNCOUPLING SHAFTS.
Watson-Stillman Co., New York.

JOURNAL BEARINGS—S& THRUST BEARINGS.

JUTE.
Columbian Rope Co.,

KEROSENE ENGINES.
Mietz, A., New York.

LATHES, CRANK SHAFT.
Niles-Bement-Pond Co., New York.

LAMPS, SIGNALS, AND FIXTURES.
Carlisle & Finch Co., Cincinnati, Ohio.
General Electric Co., Schenectady, N. Y.
Johns-Manville, H. Ww. Co., New York.

LATHES, ENGINE.
Niles-Bement-Pond Co., New York.
Pratt & Whitney Co., New York.

LATHES, TURRET.
Niles-Bement-Pond Co., New York.
Pratt & Whitney Co., New York.

LAUNCHES AND YACHTS—See also SHIPBUILDERS AND DRY
DOCK COMPANIES.
Bridgeport Motor Co., Bridgeport, Conn.
Buffalo Gasolene Motor Co., Buftalo, N. Y.
Marine Iron Works, Chicago, [I].
Standard Motor Construction Co., Jersey City, N. J.
Ward, Chas., Engineering Works, Charleston, W. Va.

Ltd., New York.

Auburn and New York.

Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N.Y.

LAVATORIES—FOLDING, STATIONARY, STATEROOM.
Sands, A. B., & Son Co., New York.

LAVATORY AND BA1H HEATERS.
Griscom-Spencer Co., New York. _
Schutte & KGrting Co., Philadelphia, Pa.

LIFE BOATS AND RAFTS.
Welin Davit and Lane & DeGroot Co.,

LIFE GUNS.
Hayward, S. F., & Co., New York.

LIFE PRESERVERS.
Armstrong Cork Co., Pittsburg, Pa.
Ferdinand, L. W., & Co., Boston, Mass.

Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N.Y.

LIFE-SAVING DEVICES.

Hayward, S. F., & Co., New York.

Welin Davit and Lane’ & DeGroot Co., Consol., Long Island City, N.Y.

LIGHTS.
American Gasaccumulator Co., Philadelphia, Pa.

LIGHT BUOYS.
American Gasaccumulator Co., Philadelphia, Pa.

LIGHTHOUSE APPARATUS.
American Gasaccumulator Co., Philadelphia, Pa.

LINOLEUM CEMENT.
Ferdinand, L. W., & Co., Boston, Mass.

LIQUID GLUE, WATERPROOF.
Ferdinand, L. W., & Co., Boston, Mass.

LOG REGISTERS.
Nicholson Ship Log Co.. Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N.Y.

LUBRICANTS.
Albany Lubricating Co., New York.
Cook’s Sons, Adam, New York.
Dixon, Jos., Crucible Co., Jersey City, N. J.
International Acheson Graphite Co., UNissara Falls, N. Y.
Power Specialty Co., New York.

LUBRICATING COMPOUND.
Albany Lubricating Co., New York.
Cook’s Sons, Adam, New York.
International Acheson Graphite Co., Niagara Falls, N. Y.

LUBRICATORS.
Albany Lubricating Co., New York.
Cook’s Sons, Adam, New York.
Griscom-Spencer Co., New York.
Lunkenheimer Co. Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
Powell, Wm., Co., Cincinnati, Ohio.
Schutte & KGrting Co., Philadelphia, Pa.

MACHINE TOOLS—See TOOLS, MACHINE.

MANGANESE BRONZE CASTINGS—Also see BRONZE.
Griscom-Spencer Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., ata Pa:
Ruggles-Coles Engineering Co., New York.

Consol., Long Island City, N.Y.

Jeli
Ashesto-Sponge
Felted
Pipe Covering

The Ideal Insulator for High Pressure Pipes

Made up in laminated form, like the leaves of a book, J-M
Asbesto-Sponge Felted Pipe Covering confines a large number of
small particles of dead air between the layers. Thus maximum
insulating efficiency is secured. The layers consist of thin felts
composed of pure Asbestos fibres and finely ground sponge,
forming a real cellular fabric.

J-M Asbesto-Sponge Felted Pipe Covering is tough yet
flexible, and is practically everlasting. It can be removed and
replaced as often as required, without injuring its efficiency.
For high pressure and superheated steam pipes it has been proved
by years of severe testing to be without an equal as an insulator.

Write nearest Branch for Sample and Booklet.

H. W. JOHNS-MANVILLE CQ.

Baltimore Dallas Los Angeles New York San Francisco
Boston Detroit Milwaukee Omaha Seattle
Chicago Kansas City Minneapolis Philadelphia St. Louis
Cleveland New Orleans Pittsburgh (1513)

For Canada—THE CANADIAN H. W. JOHNS-MANVILLE CO., LTD
Toronto, Ont Montreal, Que. Winnipeg, Man. Vancouver, B. C.

DAVIDSON

HORIZONTAL AND VERTICAL
MARINE PUMPS for ALL Services

CONDENSERS—EVAPORATORS—ASH EJECTORS

M. T. DAVIDSON Co.

154 Nassau Street, NEW YORK

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

JANUARY, IQI2

ARMSTRONG SOLID BLOCK LIFE PRESERVERS

STANDARD FOR MATERIAL AND WORKMANSHIP
Each Preserver inspected and stamped by U. S. Inpector

YACHT FENDERS—BUOYS
ARMSTRONG CORK COMPANY

Boston New York Philadelphia Pittsburgh Chicago
Baltimore Cincinnati

St. Louis

JEFFERY’S MARINE YACHT GLUE

Has no equal for paying seams of yachts’ decks

Send for circulars, samples, etc.

L. W. FERDINAND & CO., 201 South St. Boston, Mass., U.S. A.

EUREKA FIRE HOSE

Awarded Gold Medal at the St. Louis
Exposition for Superiority of Our Goods
SAFEST ano BEST
FULLY TESTED AND MADE TO LAST
«A word to the wise is sufficient”
Seamless Woven and Rubber-Lined

EUREKA FIRE HOSE

“PARAGON” BRAND Has No Equal
SEND FOR SAMPLE

TRADE-MARK.

EUREKA FIRE HOSE MFG. CO.

New York, N. Y.; Boston, Mass., Chicago, Ill.; Philadelphia, Pa.; Co-
lumbus, Ohio; Atlanta, Ga.; Dallas, Texas; Mines rolls! Minn. ;
. Denver. Colo.; Seattle, Wash.; Syracuse, N. Y.
Kansas City, Mo.; Detroit, Mich.; Omaha, Neb.; San Francisco, Cal.

BUY ONLY EXPANDERS
THAT YOU KNOW
ARE RIGHT

HE use of our product by the
United States Government, in
leading American boiler shops

and in every civilized country on the
globe should convince that Faessler
Tools are the recognized standard.

The expander shown is unques-
tionably the strongest and most durable
on the market, for it embodies the
best steel we can buy and is harden-
ed most carefully. The rollers of the
three standard types are double length
and reversible, hence give double
the service of ordinary rollers, and are
interchangeable, which is a big con-
venience where a number of expand-
ers are in use.

We haven’t space to describe these
tools fully, but you can find out more
about them and our other products by
reading our Catalog No 27. Write

for it.
FAESSLER MFG. CO. .-p..
MOBERLY, MO. a G

810 OLIVE STREET, ST. LOUIS, MO.

MAGNESIA COVERINGS.
Johns-Manville, H. W., Co., New York.

MANILA AND SISAL ROPE—See ROPE; also CORDAGE.
MARINE BOILER COMPOUNDS—See BOILER COMPOUNDS.

MARINE CABLEWAYS.
Lidgerwood Mfg. Co., New York.

MaRINE ENGINES—See ENGINES, PROPELLING.
MARINE FORGINGS—See FORGINGS.

MARINE GAS PRODUCERS.
Marine Producer Gas Power Co., New York.

MARINE GLUE.
Ferdinand, L. W., & Co., Boston, Mass.

MARINE HARDWARE.
Ferdinand, L. W., & Co., Boston, Mass.

MARINE LAMPS—See LAMPS.

MARINE RAILWAY BUILDERS—See RAILWAY DRY DOCKS.
Crandall, H. I., & Son Co., East Boston, Mass.

MARINE RANGES—See RANGES.
MARINE SIGNALS—See SIGNALS.

MARINE SUPPLIES.
Ferdinand, L. W., & Co., Boston, Mass.

MASTS, STEEL,
Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N.Y.

MATTRESSES.
Ostermoor & Co., New York.

MECHANICAL DRAFT.
American Blower Co., Detroit, Mich.
Sturtevant Co., B. F., Hyde Park, Mass.

MEGAPHONES—See CHANDLERY STORES.

METAL POLISH.
Hoffman, George W., Indianapolis, Ind.

METAL WORKING TOOLS—See TOOLS, MACHINE.

METALLIC PACKING—Also see PACKING.
Katzenstein, L., & Co.. New York.
Power Specialty Co., New York.
United States Metallic Packing Co., Philadelphia, Pa.

METRES, ELECTRIC.

General Electric Co., Schenectady, N. Y.

Weston Electrical Instrument Co., Waverly Park, Newark, N. J.
MILLING MACHINES.

Niles-Bement-Pond Co., New York.

Pratt & Whitney Co., New York.
MINERAL WOOL—See NON-CONDUCTING COVERING.
MONEL METAL.

Ruggles-Coles Engineering Co., New York.
MONITOR NOZZLES—See HOSE NOZZLES.
MOORING ENGINES.

American Ship Windlass Co., Philadelphia, Pa.

Hyde Windlass Co., Bath, Maine.

W/ltiamean Bros. Co., Philadelphia, Pa.
MOTOR BOATS—See LAUNCHES AND YACHTS.
MOTOR BOAT SUPPLIES.

Ferdinand, L. W., & Co., Boston, Mass.
MOTORS, ELECTRIC.

General Electric Co., Schenectady, N. Y.
MOTORS, GASOLINE—See GASOLINE ENGINES.
MULTIPLE DRILLS. |

Niles-Bement-Pond Co., New York.

Pratt & Whitney Co., New York.
MULTI-SPEED MOTORS.

Stow Mfg. Co., Binghamton, N. Y.
NAVAL ARCHITECTS—See PROFESSIONAL CARDS.
NEEDLE VALVES—See VALVES.
NON-CONDUCTING COVERING.

Johns-Manville, H. W., Co., New York.
NOZZLES—See HOSE NOZZLES.

NUTS—See BOLTS AND NUTS.
OAKUM.
Baltimore Oakum Co., Baltimore, Md.
Davey, W. O., & Sons, Jersey City, N. J.
Welin Davit and Lane & DeGroot Co., Consol., Long Island City, N.Y.
OIL—See LUBRICANTS.
OIL BURNERS, FUEL—See FUEL OIL BURNERS.
OIL CUPS—See LUBRICATORS.
OIL FUEL APPARATUS.
Schutte & KGrting Co., Philadelphia, Pa.

OILDAG. 7
International Acheson Graphite Co., Niagara Fails, N. Y.

OIL ENGINES—See ENGINES, OIL.

OIL GAUGES. i :
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
Powell Co., The, Wm., Cincinnati, Ohio.
Star Brass Mfg. Co., Boston, Mass.

OIL POLISH—See METAL POLISH. ~-

OIL PUMPS. ; : ;
Lunkenheimer Co.. Cincinnati, Ohio.

Star Brass Mfg. Co., Boston, Mass.
OILING SYSTEMS—Also see LUBRICATORS.
Albany Lubricating Co., New York.

Cook’s Sons, Adam, New York.
Powell Co., Wm., Cincinnati, Ohio. —
Schutte & K6rting Co., Philadelphia, Pa.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, I912

PACKING—Also see METALLIC PACKING.
Crandall Packing Co., Palmyra, N. Y.
yonis: -Manville, H. W., Co., New York.
ew York Belting & Packing Co., Ltd., New York.
Peerless Rubber Mfg. Co., New York.
Power Specialty Co., New York.
Vanda Co., New York.

PACKING, ASBESTOS.
Crandall Hecnes Co., Palmyra, N. Y.
Johns-Manville, W., Co., New York.

PAINT—Also see GRAPHITE; also LUN IN PAINT.
Dixon, Jos., Crucible Co., Jersey City, N. J.
International Acheson Graphite Co., Niagara Falls, N. Y.

PATENT ATTORNEYS—See ATTORNEYS, PATENT.
PETROL ENGINES—See GASOLINE ENGINES.

PHOSPHOR BRONZE CASTINGS.
Griscom-Spencer Co., New York.
Hyde Windlass Co., Bath, Maine.
Lunkenheimer Co., Cincinnati, Ohio.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.

PIPE COVERING—See NON-CONDUCTING COVERING.

PIPE CUTTING AND THREADING MACHINES.
Niles-Bement-Pond Co., New York.

PIPE FLANGES—See FLANGES.

PIPE UNIONS.
Dart, E. M., Mfg. Co., Providence, R. I.
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
National Tube Co., Pittsburg, Pa.
Powell Co., The, Wn., Cincinnati, Ohio.

PIPE WRENCHES.
‘ Billings & Spencer Co., Hartford, Conn.
gece) & Harlin Mfg. (Gon New York.
Williams & Co., J. H., Brooklyn, N. Y.

PLANERS, STANDARD METAL WORKING AND ROTARY.
Niles-Bement-Pond Co., New York.

PLANERS, SHIP PLATE.
Niles-Bement-Pond Co., New York.

PLANIMETERS.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.

PLATE-BENDING ROLLS.
Niles-Bement-Pond Co., New York.

PLUMBAGO—Also see GRAPHITE.
Dixon, Jos., Crucible Co., Jersey City, N. J.
International Acheson Graphite Co., Niagara Falls, N. Y.

PLUMBING—Also see ae STORES.
Davidson, M. T., Co., New York.
Sands, Alfred B., & ‘Son Co., New York.

PNEUMATIC SEPARATORS.
Sturtevant Co., B. F., Hyde Park, Mass.

PNEUMATIC TOOLS—Also see AIR COMPRESSORS.
Independent Pneumatic Tool Co., Chicago and New York.

POLISH—See METAL POLISH.
POPPET VALVES—See VALVES.
Oe CYLINDER BORING BARS—See CYLINDER BORING

PORTABLE DRILLS.
General Electric Co., Schenectady, N. Y.
Stow Mfg. Co., Binghamton, N.

POWER PUNCHES AND SHEARS—See TOOLS, MACHINE.
PRODUCERS—See MARINE GAS PRODUCERS.

PROFESSIONAL CARDS.
Cox & Stevens, New York.
Decker, Delbert H., Washingion, D. C.
Donnelly, W. T., New York.
Stearns, W. B., Boston, Mass.

PROJECTORS—See SEARCHLIGHTS.

PROPELLER WHEELS.
Donnelly, W. T., New York.
Hyde Windlass Co. ., Bath, Me.
Roelker, H. B., New York.
Ruggles-Coles Engineering Co., New York.
Sheriffs Mfg. Co., Milwaukee, Wis.
Trout, H. G., Co., Buffalo, N. Y.
Vanadium Metals Co., Pittsburg, Pa.

PROPELLING ENGINES—See ENGINES, PROPELLING.

PUMPS.
Blake & Knowles Steam Pump Works, New York.
Davidson, M. T., Co., New York.
De Laval Steam Turbine Co., Trenton, N. J.
Griscom-Spencer Co., New York.
Hyde Windlass Co., Bath, Maine.
Rangsiord Foundry *& Machine Works, Oswego, N. Y.
Sands, , & Son Co., New York.
Terry eee Turbine Co., Hartford, Conn.
Wheeler Condenser and Engineering Co., Carteret, N.-J.

Edwin A, Stevens

INTERNATIONAL MARINE ENGINEERING

oN D
PACKINGS

SHEET

Saturated and
Superheated
Steam.

PISTON

Thoroughly
Lubricated.
Gives

Greatest
Satisfaction
Square
and Round,
Coil and
Spiral.

Air,
Hot Water, “Qs
Ammonia Acids, &
Oil, Etc. High-
est Temperature
and Pressure.

TRADE MARKY

VANDA FIBRE SPIRAL RISTON PACKING
(SQUARE)
STYLE N° SO

Ws FIBRE VALVE STEM PACKING
STYLE N° 100

THE VANDA COMPANY
96 SPRING ST. NEW YORK

PROFESSIONAL CARDS

Irving Cox Daniel H. Cox

Edwin A. Stevens, Je.

COX & STEVENS

Telephone 1375 Broad

Consulting Engineers, Naval Architects, Marine Engineere
15 WILLIAM STREET NEW YORK

WILLIAM T. DONNELLY
Consulting Engineer and Waval Architect

17 BATTERY PLACE, NEW YORK

DESIGNER OF FLOATING’ DRY DOCKS s1rErL anp woop

PLANS ON HAND FOR DOCKS FROM 1,000 TO 10,000 FONS
Write for information on Mechanical Lift Dock for Small Vessels

W. B. STEARNS, M. I. N. A.

Waval Architect, Consulting Engineer
HEAVY OIL AND PRODUCER GAS VESSELS DESIGNED AND
CONSTRUCTION SUPERVISED,

ECONOMY AND PERFORMANCE GUARANTEED
SEVENTEEN YEARS’ EXPERIENCE

15 CUSTOMHOUSE STREET, BOSTON,

U.S. As

The Bertsch Imported Positive

' DIRECT PROCESS WATERBATH ONLY
Look out for Trade Mark Beware of Imitations
COMES IN ELE TINTED AND WATER-COLOR

APERS, ALSO CLOTH
No sane required. Excellent results. Keeps
longer than any other sensitized paper. Does not be-
come brittle. “Ask your dealer.
All Prominent Drawing Material Houses Keep It
LOUIS FREY & CO. Sole Agents for U.S.
116 WILLIAM STREET NEW YORK

' When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

JANUARY, IQI2

MACHINE TOOLS
FOR SHIPYARDS anp

MARINE ARSENALS

Marine Engineers and Shipyard Officials furnished on request
with our book “Ship and Navy Yard Equipments”

NILES-BEMENT-POND CO.

111 BROADWAY, NEW YORK
25 VICTORIA STREET, LONDON

Wheeler Condenser & Engineering Co.

Surface Condensers, Feed Water Heaters, Centrifugal Pumps
Rotative Dry Vacuum Pumps, “EDWARDS” Air Pumps

Supplies and Repairs for Marine Machinery at Shert Notice
Carteret, N. J.

Ask for Literature

OAKUM

BALTIMORE OAKUM CO.
BALTIMORE, MD.

Manufacturers of Hygrade

MARINE AND PLUMBERS’ OAKUM

For sale everywhere by all dealers. Established 1872

REFLEX WATER GAGES

Used on all types of boilers by all
the Principal Navies of the World

“THE WATER SHOWS BLACK”

ADVANTAGES :

Quick and reliable observation of the water
level. Safe, sure and durable at high pres-
sures Not affected by cold air drafts. Most
effective protection against injuries to boilers
and workmen. Easily applied to all types
of gauge glass fittings.

When filled with WATER the Reflex Gage
always appears BLACK. When empty it
instantly shows WHITE. No mistake pos-
sible. This feature alone is worth many
times the cost of the Reflex.

Send for catalog of Water Gage Apparatus.

MANUFACTURED BY THE

JERGUSON GAGE & VALVE CO.
504 Broad Building, BOSTON, MASS.

PUMPS, MARINE GLUE.
Ferdinand, L. W., & Co., Boston, Mass.

PUNCHING eens AND SHEARING MACHINES, HYDRAULIC
POWER AND HA
Niles-Bement- Poa Gn .» New York.
Watson-Stillman Co., New York.

PYROMETERS.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

QUADRANT DAVITS—See DAVITS.
RAFTS—See LIFE BOATS AND RAFTS.

RAILWAY eG DOGS
Crandall, » & Son Co., East Boston, Mass.
RANGE FINDERS.
Nicholson Ship Log Co., Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

RANGES.
Sands, A. B., & Son Co., New York.

RASPS.
Nicholson File Co., Providence, R. I.

REAMERS.
Morse Twist Drill & Machine Co., New Bedford, Mass.
Pratt & Whitney Co., New York.
REAMERS—PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.
RECORDING COMPASSES.
Nicholson Ship Log Co., Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

REDUCING WHEEL.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.

REFLEX WATER GAUGES.
Jerguson Gage & Valve Co., Boston, Mass.
REFRIGERATING ENGINEERS—See ENGINEERS, CONSULTING.

REFRIGERATING PLANTS.
Roelker, H. B., New York.

REGRINDING VALVES—See VALVES.

RELEASING GEAR.
Welin Davit and Lane & DeGroot Co., Consol.,

RELIEF VALVES—See VALVES.

REVERSING ENGINES.
Chase Machine Co., Cleveland, Ohio.

REVOLUTION COUNTERS.
American Steam Gauge and Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

RHEOSTATS.
General Electric Co., Schenectady, N. Y.
Simplex Electric Heating Co., Cambridge, Mass.

RIGGING—See WIRE ROPE.

RIVER BOATS—Also see SHIPBUILDERS AND DRY DOCK COS.
Marine Iron Works, Chicago, III.
Merrill-Stevens Co., Jacksonville, Fla.
Ward, Chas., Engineering Works, Charleston, W. Va.

RIVETS.
Champion Rivet Co., Cleveland, Ohio.

RIVETING MACHINES, HYDRAULIC AND STEAM POWER.
Independent Pneumatic Tool Co., Chicago and New York.
Niles-Bement-Pond Co., New York.

RIVETERS, PNEUMATIC.
Independent Pneumatic Tool Co., Chicago and New York.

ROLLER BEARINGS—See THRUST BEARINGS.

ROLLS, BENDING AND STRAIGHTENING.
Niles-Bement-Pond Co., New York.

ROOFING PAINTS.
Ferdinand, L. W., & Co.,

ROPE—Also see WIRE ROPE, TRANSMISSION ROPE, and MANILA
AND SISAL ROPE.
Columbian Rope Co., Auburn and New York.
Durable Wire Rope Co., Boston Mass.
Griscom-Spencer Co., New York,
Phosphor-Bronze Smelting Co., Ltd., Philadelphia, Pa.
Plymouth Cordage Co., North Plymouth, Mass.

ROTARY BLOWERS—See BLOWERS.
ROWBOATS—See LAUNCHES AND YaCHTS.

RUBBER SENS
Hayward, S. F., & Co., New York.

RUBBER GOODS—Also see Packing—Also see INTERLOCKING
RUBBER TILING.
Griscom- Pe Co., New York.
Hayward, S. F., & Co., New York.
New York Belting & Packing Co., Ltd., New York.
Peerless Rubber Mfg. Co., New York.

Long Island City, N.Y-

Boston, Mass.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL

JANUARY, I912

MARINE ENGINEERING

RUBBER MATTING CEMENT.
Ferdinand, L. W., & Co., Boston, Mass.

RUBBER TILING—See INTERLOCKING RUBBER TILING.
RUBBER VALVES—See VALVES, RUBBER.

SAFETY VALVES—See VALVES.

SANITARY FITTINGS—See PLUMBING.

SANITARY PUMPS—See PLUMBING.

SEARCHLIGHTS. : : .
Carlisle & Finch Co., Cincinnati, Ohio.
General Electric Co., Schenectady, N. Y.

SENTINEL VALVES—See VALVES.
SEPARATORS—PNEUMATIC—See PNEUMATIC SEPARATORS .

SHAFTING—HOLLOW, SEAMLESS STEEL.
National Tube Co., Pittsburg, Pa.

SHAFT STEEL—See STEEL SHAFTING.

SHALLOW-DRAFT RIVER BOATS—See RIVER BOATS. Also
SHIPBUILDERS AND DRY DOCK COMPANIES.

SHEARING MACHINES, HYDRAULIC, STEAM POWER AND HAND.
Niles-Bement-Pond Co., New York.
Watson-Stillman Co., New York.

SHEATHING METAL—See YELLOW METAL; also BRASS AND
COPPER.

SHEETING, ASBESTOS.
Johns-Manville, H. W., Co., New York.

SHIPBUILDERS AND DRY DOCK COMPANIES—See also RIVER
BOATS

Bath Iron Works, Bath, Maine.

Fletcher, W. & A., Co., Hoboken, N. J.

Fore River Shipbuilding Co., Quincy, Mass.

Marine Iron Works, Chicago, LIl.

Marvel, T. S., Shipbuilding Co., Newburg, N. Y.

Merrill-Stevens Co., Jacksonville, Fla.

Moran Co., The, Seattle, Wash.

Newport News Shipbuilding & Dry Dock Co., Newport News, Va.
Tietjen & Lang Dry Dock Co., Hoboken, N. J.

Ward, Chas., Engineering Works, Charleston, W. Va.

SHIP CHANDLERS—See CHANDLERY STORES.
SHIP ELEVATORS—See MARINE ELEVATORS.

SHIP FITTINGS.
Ferdinand, L. W., & Co., Boston, Mass.
Griscom-Spencer Co., New York.

SHIP GLUE—See MARINE GLUE.

SHIP LOGS AND SPEED INDICATORS.
Nicholson Ship Log Co., Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

SHIP STORES—See CHANDLERY STORES.
SHIPYARDS—See SHIPBUILDERS.
SHOWER BATHS—See PLUMBING.

SIGNALS—MARINE.
United States Marine Signal Co., New York.

SLOTTING MACHINES.
Niles-Bement-Pond Co., New York.

SMOOTH-ON.
Smooth-On Mfg. Co., Jersey City, N. J.

SPEED INDICATORS FOR SHIPS, YACHTS AND MOTOR BOATS.
Nicholson Ship Log Co., Cleveland, Ohio.
Schuette Recording Compass Co., Manitowoc, Wis.

SPRINGS, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

STEAM ENGINE INDICATORS—See INDICATORS.

STEAM ENGINES—See ENGINES.

STEAM GAUGES.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.
Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York.
Powell Co., Wm., Cincinnati, Ohio.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.
Star Brass Mfg. Co., Boston, Mass.

STEAM HAMMERS.
Niles-Bement-Pond Co., New York.

STEAM AND HOT-BLAST APPARATUS.
American Blower Co., Detroit, Mich.
Sturtevant Co., B. F., Hyde Park, Mass.

ALL LUBRICANT—NO WASTE
Unequaled for all moving {parts of
machinery. Does not drip,

gum, and is the cheapest ,
% in the end. hf

ALBANY
LUBRICATING CO.

Soie Makers
Adam Cook’s Sons, Props.

708-710 Washington St.,
NEW YORK

_ CLOSE QUARTER
PISTON AIR DRILLS

Can be used in closer quar-
ters than any other air drill
made.

SENT ON TRIAL

We pay express charges both
ways if not satisfactory.

Write for catalog

INDEPENDENT PNEUMATIC TOOL CO.
CHICAGO NEW YORK PITTSBURG SAN FRANCISCO

The Road to Economy

leads from Gasolene and Steam to

GAS POWER

Our Producer Gas Power Plants, compact and safe, burn
anthracite pea coal, charcoal or coke at an operating cost

85% *HEAPER THAN GASOLENE
35% CHEAPER THAN STEAM

Many harbor, Sound and River
Boats, Fishing and Oyster Boats,
Pleasure Craft and Yachts have
installed our Gas Power Plants
and are operating with uniform
satisfaction. Those formerly
using steam have realized a say-
ing in space and weight of almost
one-third, while those using gas-
olene retained their old engines,
with slight change, merely add-
ing the producer.

THE Gas Producer
WE GUARANTEE RESULTS!

Marine Producer Gas Power Co.
No. 2 RECTOR STREET, NEW YORK
{thet W. Fulton & Co., 514 E. Pratt St., Baltimore, Md.

Branch

Offices: The H. E. Ploof Mach’y Co., 20 N. Ocean St., Jacksonville, Fla.

Cameron & Barkley Co., Tampa, Florida.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, I912

STEAM PUMPS—See PUMPS.
STEAM SEPARATORS,

3 0 K. W. T e Pry Griscom-Spencer Co., New York,

STEAM SPECIALTIES.

‘Turbo-Generator Sets Annee ENC ace ines CnCee aa

ian g EOwes Specialty Co., Detroit, Mich.
in the Engine Room of the New Steamer Tereusan (erat ate eer Mass.
Lunkenheimer Co., Cincinnati, Ohio.
66 99 McNab & Harlin Mfg. Co., New York.
C I T Y O F B A LTI M O R E National Tube Co., Pittsburg, Pa.
Penberthy Injector Co., Detroit, Mich.
Powell, Wm., Co., New York.
Power Specialty Co., New York.
Schutte & K6rting Co., Philadelphia, Pa.
Star Brass Mfg. Co., Boston, Mass.

STEAM SUPERHEATERS.
Power Specialty Co., New York.

STEAM TRAPS.
American Blower Co., Detroit, Mich.
Lunkenheimer Co., Cincinnati, Ohio.
Schutte & K6rting Co., Philadelphia, Pa.
Sturtevant Co., B. F., Hyde Park, Mass.

STEAM TURBINES.
Bath Iron Works, Bath, Maine.
De Laval’ Steam Turbine Co., Trenton, N. J.
Fletcher, W. & A., Co., Hoboken, N. J.
Fore River Shipbuilding Co., Quincy, Mass.
General: Electric Co., Schenectady, C
Kerr Turbine Co., Wellsville, N. Y.
Parsons Marine Steam Turbine Co., New York.
Terry Steam Turbine Co., Hartford, Conn.

STEAM TURBINE DYNAMOS.
De Laval Steam Turbine Co., Trenton, N. J.
General Electric Co., Schenectady, N. Y.
STEAMERS, LIGHT-DRAFT, RIVER—See RIVER BOATS.

STEEL BALLS.
Bantam Anti-Friction Co., Bantam, Conn.

STEEL, VANADIUM.
American Vanadium Co., Pittsburg, Pa.

Steamer ‘“‘City of Norfolk’’ is also lighted by

STEERING GEARS.
TWO 30 K.W. TERRY SETS de Windlass Co., Bath, Maine.
1

lliamson Bros. Co., Philadelphia, Pa.

THE TERRY STEAM TURBINE CO. STEERING ENGINES.

Home Office and Works ~ General Sales Office [jdserwood Mig. Co,, New York:
i Co.,

Hartford, Conn. 32-29 90 West St., New York Sheriffs Mfg. Milwaukee, Wis.
Williamson Bros. Co., Philadelphia, Pa.

STEERING WHEELS.
Hyde Windlass Co., Bath, Maine.
Williamson Bro&. Co., Philadelphia, Pa.

STOP COCKS—See VALVES.

STOVES—See RANGES.

STRAIGHTENING ROLLS—See ROLLS.
SUPERHEATERS—See STEAM SUPERHEATERS.
SURFACE CONDENSERS—See CONDENSERS,
SWITCHBOARDS—See ELECTRICAL INSTRUMENTS.

TACHOMETERS—HAND AND STATIONARY.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

TACKLE BLOCKS—See BLOCKS.
TANKS—COPPER, GALVANIZED IRON.

Griscom-Spencer Co., New York.
Sands, A. B., & Son Co., New York.

THERMOMETERS—FOR EVERY PURPOSE.
Schaeffer & Budenberg Mfg. Co., Brooklyn, N. Y.

THREADING AND CUTTING MACHINES—See PIPE CUTTING AND
THREADING MACHINES.

THROTTLE VALVES—See VALVES.

THRUST BEARINGS.
Bantam Anti-Friction Co., Bantam, Conn.
Vanadium Metals Co., Pittsburg, Pa.

‘ TILING—See INTERLOCKING RUBBER TILING.
Ni h ] Shi L TOILET ACCESSORIES.
1C oO son 1p og Sands, A. B., & Son Co., New York.
TOOLS, MACHINE.
Niles-Bement-Pond Co., New York.

SEARCH LIGHT
PROJECTORS

For Ocean, LaKe and
River Steamers.

The Most Satisfactory and Best
Electric Search Lights Made.

Send for Catalog **A’”’

The Carlisle @ Finch Co.

234 East Clifton Ave.,
CINCINNATI, OHIO.

Far in advance of ali other types of

Nautical Measuring Instruments Pratt & AED (Cosy New York.
—~ Stow Mfg. Co., Binghamton, N. Y.
“Q\ Absolutely Accurate ! Highly Efficient! TOOLS, MACHINISTS’ AND CARPENTERS—See BENCH TOOLS.
#) It gives the MILBAGE sailed, and shows THE EXACT TOWING HOOKS AND CHOCKS._ ?
iy SPEED PER HOUR on a dial, recording it on a chart American Ship Windlass Co., Philadelphia, Pa.
Jf OR EVERY MINUTE OF THE TRIP. TOWING MACHINES.
We have one suitable oe purpose. Donte fail to American Ship Windlass Co., Philadelphia, Pa.
send for our catalog—we will be glad to send you one. oe
As a foundation for your investigation we will say that TRANSMISSION ROPE—See ROPE.
Nicholson Ship Logs are in use on 36 cf the abipsiin the TRAPS—See STEAM TRAPS.
i tates N: + that foreign warships, ocean liners,
wate ate gachts carry them, and that practically all of TUBES—See BOILER TUBES; also BRASS AND COPPER.
ip CG TE os BES ke faseaitied TUBE CLEANERS—See BOILER-FLUE CLEANERS.
t. °
zs TUBE CUTTERS—See BOILER TUBE CUTTERS.

SHIP LOG C0., Cleveland, Ohio TUBE EXPANDERS.
Pratt & Whitney Co., New York.
— Watson-Stillman Co., New York.

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, IQI2 INTERNATIONAL MARINE ENGINEERING

TUGS—See SHIPBUILDERS

TURBINES—See STEAM peer ELEPHANT BRAND | THF PHOSPHOR BRONZE SMELTING "

TURNING ENGINES. "2200 WASHINGTON AVENUE, PHILADELPHIA, PA.
American Ship Windlass Co., Philadelphia, Pa. of EL ‘D
TURRET LATHES—See LATHES, TURRET. . CNY ELEPHANT BRAND “hep tect Mdtons.

gash % INGOTS, CASTINGS, WIRE, SHEETS, RODS, Etc.
TWINE—See ROPE—Also CORDAGE. f Hee :
Columbian Rope Co., Auburn, N. Y. Tr Sa Eire DELTA METAL —.
Plymouth Cordage Co., North Plymouth, Mass. - | IN BARS.FOR FORGING AND FINISHED, RODS
TWIST DRILLS. . U.S. Y aS | rane Sete ORIGINAL and SoLe Makers IN THE U.S...
Morse Twist Drill & Machine Co., New Bedford, Mass.
Pratt & Whitney Co., New York.

UNIONS—See PIPE UNIONS.
VACUUM GAUGES—See STEAM GAUGES.

VALVES—Also see RUBBER VALVES AND WATER VALVES.
American Steam Gauge & Valve Mfg. Co., Boston, Mass.
Ashton Valve Co., Boston, Mass.

Jerguson Gage & Valve Co., Boston, Mass. \ vt ANDREW J, MORSE & SON

Lunkenheimer Co., Cincinnati, Ohio.
McNab & Harlin Mfg. Co., New York. ye Wes} ULI LL esta
National Tube Co., Pittsburg, Pa. ‘ 221 HIGH ST., BOSTON, MASS.
Bowell Alas ee, ; Nea Caio:
ower Specialty Co. ew Yor by

Schutte & K6rting Co., Philadelphia, Pa. = D lV | N G AP p ARAT US
Star Brass Mfg. Co., Boston, Mass. %

VALVES — BALANCED THROTTLE VALVES AND QUADRANT

VALVES FOR SHIP ENGINES.
Schutte & K6rting Co., Philadelphia, Pa.

VALVES, RUBBER.
Crandall Packing Co., Palmyra, N. Y.

VALVES, WATER.
Continental Iron Works, Brooklyn, N. Y.
Jerguson Gage & Valve Co., Boston, Mass.

VANADIUM.
American Vanadium Co., Pittsburg, Pa. .

VANADIUM STEEL.
American Vanadium Co., Pittsburg, Pa.

VARNISH—See PAINT.

AIR AND GAS
COMPRESSORS

THENORWALKIRON WORKS
SOUTH NORWALK, GON.

VENTILATING FANS—See BLOWERS. oa >» - INFALLIBLE = -
VENTILATORS. cy ; ae Eth ep unas : Soin
Sands, A. B., & Son Co., New York. : : ' METAL POLISH
VERTICAL PUMPS—See PUMPS. . yan a ;
VOLTMETERS—See ELECTRICAL INSTRUMENTS. it works quickly and easily and keeps its luster. Holds old trade and makes new.
WATER CLOSETS—PUMP WATER CLOSETS—See PLUMBING. It does not deteriorate. Established 16 years.
WATER COLUMNS. 3-0z. Box for 10 Cents. 5=Ib. Pail $1.00. miduid etCOO} Des Gallons
American Steam Gauge & Valve Mfg. Co., Boston, Mass. Sold by Agents and Dealers all over the World. Ask or write for aa =
Jerquson Gags Valve Co. osten, Mas. GEO, W. HOFFMAN, Bre Ful He, 295 E, washing, ndanaol, In

McNab & Harlin Mfg. Co., New Yor
Lunkenheimer Co., Cincinnati, Ohio.
National Tube Co., Pittsburg, Pa.
Star Brass Mfg. Co. ., Boston, Mass.

WATER GAUGES AND ALARMS.

erguson Gage & Valve Co., Boston, Mass.

unkenheimer Co., Cincinnati, Ohio.

McNab & Harlin Mfg. Co., New York.
WATERPROOF LIQUID CEMENT.

Ferdinand, L. W., & Co., Boston, Mass.
WATERPROOF EOD GLUE.

Ferdinand, L. W., & Co., Boston, Mass.
WATERPROOF PAINT,

Dixon, Joseph, Crucible Co., Jersey City, N. J.

Ferdinand, L. W., & Co., Boston, Mass.
WATERTUBE BOILERS—See BOILERS.

CEoMmOs, T. S. MARVEL SHIPBUILDING CO.

American Ship Windlass Co., Philadelphia, Pa.
WHISTLES.

American Steam Gauge & Valve Mfg. Co., Boston, Mass. d
Ashton Valve Co., Boston, Mass. an

Lunkenheimer Co., Cincinnati, Ohio.

McNee S Hera Mig. er » New Ore
owe te) e Wm incinnati, io.

Star Brass "Mfg. Co., Boston, Mass. NEWBURG, N. Y.

WHITE METAL
Griscom-Spencer Co., New York.
Phosphor-Bronze Smelting Co., Philadelphia, Pa.
Vanadium Metals Co., Pittsburg, Pa.

WINDLASSES.
American Ship Windlass Co., Philadelphia, Pa.
Hyde Windlass Co., Bath, Me.
Lidgerwood Mfg. Co., New York.
Williamson Bros. Co., Philadelphia, Pa.

WINCHES—See WINDLASSES.

UNITED STATES METALLIC PACKINGS

For Piston Rods and Valve Stems of Main and Auxiliary Engines

THE UNITED STATES METALLIC PACKING COMPANY
PHILADELPHIA AND CHICAGO

We Sell all Books on Marine Engineering

Not Out of Print
INTERNATIONAL MARINE ENGINEERING

WIRE ROPE LONDON NEW YORK
American Ship Windlass aCe. ¥ eivibaleiine, Pa. Christopher Street Whitehall Building
Durable Wire Rope Co., Boston, Mas Finsbury Square, E. C. 17 Battery Place

Phosphor-Bronze Smelting Co., THe "Philadelphia, Pa.

WIRE VANADIUM.
American Vanadium Co., Pittsburg, Pa.

WOOD SAWS—PNEUMATIC. * : : lity that has
Independent Pneumatic Tool Co., Chicago and New York. Simplex means quality, the quality 20
WRENCHES—Also see PIPE WRENCHES. stood the test, the customers test,’ the test

Billings & Spencer Co., Hartford, Conn. ork well done.
McNab & Harlin Mfg. Co., New York. that means hard w

TEE ene a SIMPLEX ELECTRIC HEATING CO.

YACHTS—See LAUNCHES AND YACHTS; also SHIPBUILDERS. CAMBRIDGE, MASS.
YELLOW METAL. MONADNOCK BLOCK CHICAGO
Vanadium Metals Co., Pittsburg, Pa. 5 : 5 7s : 6

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING JANUARY, 1912.

INDEX TO ADVERTISERS

PAGES
ALBANY LUBRICATING CO., New Vork...........ecccecceeceeces 53
ALLAN, R. S., & CO., Gateshead-on-Tyne, England...............--- _—
ALMY WATER TUBE BOILER CO., Providence, R. I..............- 23
AMERICAN BLOWER CO., Detroit, Mich............c0-ceeecseee cess 44
AMERICAN BUREAU OF SHIPPING. New York................--- 38
AMERICAN GASACCUMULATOR CO., Philadelphia, Pa................ 42
AMERICAN SHIP WINDLASS CO., Philadelphia, Pa................. 38

AMERICAN STEAM GAUGE & VALVE MEG. CO., Boston, Mass.,
Outside Back Cover

AMERICAN VANADIUM CO., Pittsburgh, Pa...........---2-.e-eeee:- 7
ARMSTRONG CORK CO., Pittsburgh, Pa............ceceecececees: 50
ASPINALL’S PATENT GOVERNOR CO.. Liverpool, England........ _—
ASHTON VALVE CO., Boston, Mass.............----- Inside Front Cover
= a a

We Build Special BABCOCKSSAWILCOKICOMNewsVork eee eee reee Cee C EEE EERE Ere 22
a o BALD IVAN CHORSCOS i Chestershaleeee ener eeicinieniirestiits 35
Hyd raulic Machines BALTIMORE OAKUM CO., Baltimore, Md...............-.eeeeeees 52
“We have yet to get betterkvalueatoniour money thantinuthe BANTAM ANTI-FRICTION CO., Bantam, Conn..................--- 20
equipment, or any part of the equipment, that you have con- LYNG DET TONONS WON, TENT, INNO, 5500 000cco000000009000000000006 36
structed for us.” That's what Prof. B. H. Hite, W. Va. Agri- BILLINGS & SPENCER CO., Hartford, Conn.............0.-0ee0e 57
cultural Experiment Station, wrote us after fourteen years design- BLAKE & KNOWLES STEAM PUMP WORKS, New York........--. 18

ing equipment and trying to get it constructed. ; ;
ee . 1XOVOANSO. GNSGO, IMEC, 1, 5 g5p000000000000000000000000000000 38

We are constantly building hydraulic presses, pumps, punches, benders, testing :
euparaltty Cp where ie ieauirements ise Gesu and cay rca accuracya BRIDGEPORT MOTOR CO., Bridgeport, Conn.................----- 35
acceptable. years of experience in hydraulic engineering fit us to figure to the
customers’ best interests. Our engineers will avis to your best interests. BRITISH MANNESMAN TUBE CO., LTD., London, England........ 26
BROWN, ARTHUR R., London, England..............00e-eeeeeeees 26
THE WATSON-STILLMAN GOMPANY BUFFALO GASOLENE MOTOR CO., Buffalo, N. Y.....0.00e020000 33
Engineers, Manufacturers of Hydraulic Pumps, Accumulators, Presses, P unches, VEOPNMION, IDS Flog MK? MACE !S59500000000000006000000000000000009000000000000 9
Shears, Valves, Fittings, Etc., Machine Tools and Turbine Pumps BUTTERFIELD’ W. P., LTD., Shipley, England.................... 26
188 FULTON STREET, NEW YORK 91
CERES 22 NNO SE INSEL AO SSR NAG DRED TT ToS AV PES DE LE of bas MORN

CALLENDER & CO., G. M., LTD., London, England................ —
CARLISLE & FINCH CO., Cincinnati, Ohio..................-+----- 54
We use HEMP ROPE exclusively CEDERVALL & SONER, F. R., Gothenburg, Sweden..............-. 28
CHAMPION RIVET CO., Cleveland, Ohio.....................+-2--.---- 18

COLUMBIAN ROPE CO., Auburn and New York
Below Table of Contents, in Front of Magazine

in the manufacture of our

CONTINENTAL IRON WORKS, Brooklyn, N. Y..............----- 18
COOKISTISONS WADAM: News VOrk-crietericieieisietetcicieleteloteleleteteteioicielelsteieiers 53
COXPSISTLEVENS New Ry Ork=e eee eet eciieienicieciiciicteicteinciren 51
CRANDALL, H. I., & SON CO., East Boston, Mass...............-.- 48
CRANDALL PACKING CO., Palmyra, N. Y............---+02++--s-- 21
| Vv IOV NSUY IMBC, (CLO, 195 WE IE SNED 1S Mo o6c0ccc0000000000000000000 36
DAVIEVARWALOsTecLSONS> Jerseys City,aNewiiceieieinicicisiciclieieicioieierioniererer 56
DAVIDSON Maslin COM New awiorkrerleistelortereteicicioleieleteleloteteictelocletcheieteie 49
. DECKER, DELBERT H., Washington, D. C...............-.-+2-0ee> 34
It spins a thread of greater length. DE LAVAL STEAM TURBINE CO., Trenton, N. J.....-...0---00+-- 57
It drives better. DIXON CRUCIBLE CO., JOS., Jersey City, N. J...................- 9
It . ° 1 IDLOINPNPOILIEN Vie Gt NEGA Male obo Go50000000000000000000000000 35 and 51
1S more economical. DURABLE WIRE ROPE CO., Boston, Mass.......----20-eeeeeeeees 44

It lasts longer than other Oakum on

the market.
3 ERLE PFORGEICOS VE ries Ra ye iiavtletele choo olsielerele eiere cioke Gieleiersteniet ckeeiscieiacs 46
You can demonstrate these facts by a trial. EUREKA FIRE HOSE MEG. CO., New Vork.......-.-.-+--e000-s- 50
WRITE FOR PRICES

FAESSLER, J. MFG. CO. Moberly, Mo. ...................-........-- 50
W. O. Davey & Sons FERDINAND & CO., L. W., Boston, Mass.............00cceecceeee 50
s . BLE TCHE RICO sWrnccrAL pELOobokenwN wiceiieieieiicieeiiiciicniiiciiin 36
170 Laidlaw Ave. Jersey City, N. J. FORE RIVER SHIPBUILDING CO., Quincy, Mass.................- 35
— i - PR BGS AT AW SI OD GF EOL OP CR (CLOLS IN? Rea !S Gog5 0000 000000000000 0000 0000000000000000 51

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

JANUARY, IQI2.

PAGES

GENERAL ELECTRIC CO., Schenectady. N. Y.,

Page facing leading article in front; also Page 31

GREENWOOD & BATLEY, LTD., Leeds, England.................. 29
GRISCOM-SPENCER CO., New York...............- suadooeounanDeo 10
HAYWARD & CO., S. F., New York......... son0dDoDOneDaOaGGONOUS 46
HEATH & CO., LTD., London, England...... EYeleterevoleieveteretccelsrererareVersjere 25
HOFFMAN, GEO. W., Indianapolis, Ind...............--- NODaueSO NS 55
HYDE WINDLASS CO., Bath, Me............ 30000000 Inside Front Cover
INDEPENDENT PNEUMATIC TOOL CO., Chicago and New York.... 53
INTERNATIONAL ACHESON GRAPHITE CO., Niagara Falls, N.Y.. 38
ISHERWOOD, J. W., Middlesbrough, England ............ eee salen 28
JERGUSON GAGE & VALVE CO., Boston, Mass.............-.----- 52
JOHNS-MANVILLE CO., H. W., New York................-0-0000> 49
KATZENSTEIN & CO., L., New York.......... Bere ter aieYeleyarete{exci/s-css cs iets 24
KERR TURBINE CO., Wellsville, N. Y...............-.- 9a00000000 47
KINGSFORD FOUNDRY & MACHINE WORKS, Oswego, N. Y...... 18
LIDGERWOOD MFG. CO., New York..... pOODOO0aUORnD Inside Front Cover
LUNKENHEIMER CO., THE, Cincinnati, Ohio........ Inside Front Cover
McNAB & HARLIN MEG. CO., New York..................2-0-005- 23
MARINE IRON WORKS, Chicago, Ill................... Outside Front Cover
MARINE PRODUCER GAS POWER CO., New York...............- 53
MARVEL, T. S., SHIPBUILDING CO., Newburgh, N. Y............. 55
MERRILL-STEVENS CO., Jacksonville, Fla.......... dagonceHonadaen 35
MIETZ, A., New York....... adododnTDOoODOO DO dbOUodDUOUOoonDOOUD 33
MORSE, ANDREW J., & SON, INC., Boston, Mass.................. 55
MORSE TWIST DRILL & MACHINE CO., New Bedford, Mass........ 36
MOSHER WATER TUBE BOILER CO., New York................. 22
NATIONAL LUBE (COl, Pittsburgh, Pav. ..cs.s ses cc cc cee cece cece 20
NEW LONDON SHIP & ENGINE CO., Groton, Conn................-.. 19
NEWPORT NEWS SHIPBUILDING & DRY DOCK CO., Newport
IND WBo03000000000006000000000000 o00000000000000 900000000600 35
NEW YORK BELTING & PACKING CO., New York................ 11
NICHOLSON FILE CO., Providence, R. I.............. 002. .0-00 000 45
NICHOLSON SHIP LOG CO., Cleveland, Ohio...................... 54
NILES-BEMENT-POND CO., New York..................-0-00000: 52
NORWALK IRON WORKS, South Norwalk, Conn................... 55
OSTERMOOR & CO., New York.............2-+2.4 S000006 6 auadaocogadn ||)
OTIS ELEVATOR CO., New Vork........................Inside Back Cover
PARK & PATERSON, Glasgow, Scotland...............-.2ceeeeeee: 27
PARSONS MARINE STEAM TURBINE CO., New York............. 34
PEERLESS RUBBER MEG. CO., New York..... sd0c0nobebGondOEDCO 16
PENBERTHY INJECTOR CO., Detroit, Mich....................... 23
PERKIN & CO., LTD., Leeds, England.................0.00 cee eeeeeees

INTERNATIONAL MARINE ENGINEERING

_A Steam
Turbine
for Driving
Direct
Current
Generators

The De Laval Multi-Stage
Geared ‘Turbine combines
all the advantages of steam
turbines in the way of sim-
plicity, ability to utilize
high vacuums, smali space
requirements and small cost
for attendance with the
reliability and efficiency of
slow-speed direct current
generators,

It is the ideal unit for the
local trolley circuit, since it
relieves the A. C. system of
part of the load and in-
creases the plant efficiency
by eliminating the several
transformations of energy by rotary converters, cte., also renders the
local circuits independent of accidents to the A. C. apparatus.

The cost of the outfit is less than a proportionate part of the main
a C. turbo-generators, transformers and. rotaries that it takes the
place of.

For desctiptions, photographs and further details, call on our re-
presentative at the Crocker-Wheeler booth. Ask for a copy of the
booklet No. 46, illustrated herewith, describing this turbine and dis-
cussing the respective merits of different types of turbines.

DE LAVAL

STEAM TURBINE CO.
TRENTON, N. J. 5

@i* new wrench catalog lists upward
of 800 different styles and sizes of

machine wrenches. Yours for the asking.

THE BILLINGS & SPENCER CO.
HARTFORD, CONN.

CLAIRE L. BARNES & CO., McCormick Bldg., Chicago

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

INTERNATIONAL MARINE ENGINEERING

All Plymouth Rope Goes Through Rigid Inspection.
A 45,000 pound pull failed to snap this 74-inch rope
though it is only expected to hold 43,000 pounds.

“PLYMOUTH” STRENGTH

15 made certain by tests

If you buy rope at a low price you may
expect to get low working power. Since
this follows the law of compensation, when
you want economy in rope don’t let a

_ price mislead you. Remember—service is

the measure of rope value.

LYMOUTH ROPE

The Rope You Can Trust”

is world- famed for wear, because only
durable Manila fiber is used. It is tested
to give assurance of uniform strength—
you ll find it always does the work.

Tug hawsers get the hardest kind of usage.
Rope goes to pieces quickly in this kind of
work, making wearing-power here a ques-
tion of vitalimportance. PLYMOUTH
hawsers are specialties—as is every PLY-
MOUTH rope—they are made to /ast.
A few dollars more, invested in PLYMOUTH, is bound
to be a big saving in the end. Old seamen always
ask for PLYMOUTH—they know it’s a saving. Buyers
of long experience have also proved this. There are many
reasons why PLYMOUTH rope is the best investment.

Let us tell you of them. Send for our free booklets,
“Plymouth Products.”

PLYMOUTH CORDAGE

COMPANY

NORTH PLYMOUTH, MASS.
Distributing Agents in All Big Ports

THE MARK OF
LEADERSHIP

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING,

_ JANUARY, IQI2.

PAGES

| PHOSPHOR BRONZE SMELTING CO., Philadelphia, Pa............ 55
PLYMOUTH CORDAGE CO., North Plymouth, Mass.............0: . 58
POWELL, WILLIAM, CO.. THE, Cincinnati, Ohio...... 00000000000 60 8
HOWAD ARGUS COL, ING ¥@9'3500000000000000000000000000000 20
ROBB ENGINEERING CO., LTD., South Framingham, Mass........... | 37
ROBERTS SAFETY WATER TUBE BOILER CO., Red Bank, N. J... 22
ROELEER:, HeBiy New, Mork ac. seiiicnecee ice celee aco entireetere 24
NOS) Glee C0} 32.05) 10) GOL MP NkTe'S co00G00G000000000000000000000000000000 23
RUGGLES-COLES ENGINEERING CO., New Vork............0..-.55. 41
CYNNPDESS £3 Gros? GO, ANG 32%5 WG? WAGs 5 po doo cc000005000000000000006 AT
SCHAEFFER & BUDENBERG MBG. CO., Brooklyn, N.Y........../.. .13
SCHUETTE YRECORDING COMPASS CO., Manitowoc, Wis.......... 40
SCHUTTE & KORTING CO., Philadelphia, Pa. .........sesececeee eee es 17
SEAMLESS STEEL BOAT CO., LTD., Wakefield, England........... 32
SHELBY STEEL TUBE CO., Pittsburgh (See National Tube Co.)...... —
SHERIFFS MEG. CO., Milwaukee, Wis.....0.........--cecceecceres 24
SIMPLEX ELECTRIC HEATING CO., Cambridgeport, Mass......... 55
SIROCCO§ENGINEERING CO. (See American Blower Co.).......... —_
SISSON, W., & CO.. LTD., Gloucester, England....................- 26
SMIT, L., & CO., Rotterdam, Holland........ 9000000000 500000000 9000000c00 |)
SMITH’S DOCK CO., LTD., Middlesbrough, England.................:- 29
SMOOTH-ONSMEGSICOR Jerseys City, p Ne EE EEeeE Ee Cn eee Reine 28
SMULDERS harass ochied am wlHolland seeiereiiettielertieteralieteleielelerterstiets 25
CKOmSHDVIN, IS Wien Lele, IEG 6 ooo coon 0D00000000000000000006 26
STANDARD MOTOR CONSTRUCTION CO., Jersey City, N. J........ 33
SEHD STUNG) INOS, COk, TCO, MES 49 60.0000000000000000000000000000 21
CADNSISAMP COL, Ip Bho JAMAL INEES)6 o000600000000600000000000600000 8
STEARNS,|WeBi Boston, Massitss.gs.¢ cs sancti meena ene 51
SOM, INANE, COL, Ehret MG Y%o600000000000006000060000000000 24
STURE VAN IN COSeB Es Ey depbarikssMassenrsiciciieiiieiiinicniicieieiicin 17
SULZERYBROS., Winterthur, Switzerland. .....................----: 7
TERRY STEAM TURBINE CO., Hartford, Conn.....................-.- 54
TIETJEN & LANG DRY DOCK CO., Hoboken, N. J................. 35
GUEXOVOAN, 18b, Ch, CO, IMIR Mh Wocaccoc00cc00 ODGCODUDGDRO00N000000 24
UNITED STATES MARINE SIGNAL CO., New York...............- 34
UNITED STATES METALLIC PACKING CO., Philadelphia, Pa...... 55
\WASADAS (Obs INGE M9 850000000000000000000000000000000000000 Boon 51
VAN NOSTRAND CO., D., New York .........:....- 9000000000 000000000000 36
WALKER, W. G., & SONS,; Edinburgh, Scotland.. .................. =
WARD, CHAS., ENGINEERING WORKS, Charleston, W. Va........ 23
IWATSON-SLILL MAN CO. NewmVorkeereniciniicictiieieiiiicniciitinccin 56
WELIN DAVIT & LANE & DE GROOT CO. Long Island City, N. Y.... 12)
WEREIGUSTONSchiedam Holland erayaceiiieiicehiciieeiiiiciiiiiiirte 25
WESTON JELECTRICAL INSTRUMENT CO., Waverly Park, Newark, )
Ne een eee ca ones eee Bebe peemmonnndacdas ee 43
WHEELER{CONDENSER & ENGINEERING CO., Carteret, N. J..... 52
WHITFIELDS BEDSTEADS, LTD., Birmingham, England........... 32
WILLIAMS & CO., J. H., Brooklyn, N. VY. .........ccccecscscccscces 37
WILLIAMSON BROS. CO., Philadelphia, Pa....................0+0- 38
WILSON & SONS, R., South Shields, England.......................2.. —
ZYNKARA CO., Ltd., Newcastle-on-Tyne, England ...... Bonner iopecocenss 183

International Marine Engineering

Dilatory Methods Today are Intolerable,—Time is Money—-and

Time Saved in Freight Handling is of the
Utmost Importance

Not only does it mean MORE from
a dividend standpoint, but it creates
that quicker service insistently de-
manded by both Shipper and
Consignee.

Take the matter of freight handling
from vessels to the dock, and vice-versa.
If delivery levels were constant, the move-
ment of freight to and from vessels and
the dock might be maintained by the old,
time-honored method of transfer compre-
hended by a husky longshoreman and his
truck, but—when the water is high or
low, instead of one man, behold! from
two to four to a truck;—from ONE to
THREE men’s extra effort to move what
ONE man might EASILY mobe if the
a gangways were equipped With the

OTIS INCLINED DOCK ELEVATOR

(Which we manufacture under Reno Patents)

and the Freight Handled in 60% to 80% LESS Time than Ordinarily
Required,—thereby SAVING 60% to 80% of the Old-Method Cost

For example: Above ts a typical view of one of
the gangways at the Metropolitan Steamship Dock,
Boston, Mass., using the Otis Inclined Dock Elevator.
Three have been installed on this dock, and two on
the Merchants’ and Miners’ Transportation Dock at
Savannah, Ga.—and many others elsewhere.

No matter what the load on the truck may be, the
weight of same, or the grade of the gangway, ONE
man handles the load. This elevator will deliver 1960
loaded trucks (with men) per hour at a speed of 200
ft. per minute. It is operated by a 5 H.P. electric
motor at a current cost of six cents per hour. There
can never be congestion at the gangway, the man and
truck comes to the elevator, engages, and moves; no
balks, no slow-downs. There is nothing to break,
nothing to get out of order; the operation is positive
and continuous and absolutely safe for the workers. Its
capacity is limitless. It cannot be overloaded.

We make similar Elevators adapted to every
condition of Freight Handling Service. The
cost of an equipment of this kind is trifling,
results considered, and such apparatus should
be on every dock and pier.

Without any obligation whatsoever, our Engineering Department
will supply ‘you full information, show the way to best meet your
specific requirement, and submit exact installation cost and upkeep,

for both passenger and freight handling apparatus. Correspondence
invited. Write to us.

Otis Elevator Company

17 Battery Place, New York City

Offices in all principal cities in the world

When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.

International Marine Engineering

Greeting:

FROM THE AMERICAN STEAM GAUGE AND VALVE MANUFAC
TURING COMPANY, OF BOSTON, MASSACHUSETTS #& & & &

O our friends and customers we extend
our hands in friendly, thankful greet
ing. @Without your kindly co-opera
tion this company would not be in
existence. @But with your help we
have just closed the best and most
prosperous year in our career—hence
our gratitude to you. @When we make a sale we
endeavor to make a friend. @Never before in history
did friendship play so big a part in business as

it does to-day . @ Commerce is based on confidence; and .

that we may ever be worthy of your esteem is our
earnest wish. And so to you, our customers—the old and
new, and those to be—we wish to say: Your interests are
ours; and if we can help you solve some of your prob
lems we will be glad. Our business is to serve. € We wish
you for the new year everything you wish for yourself

AMERICAN STEAM GAUGE AND VALVE MANU
FACTURING COMPANY, of Boston, Massachusetts,

RALPH B PHILLIPS, Treasurer and General Manager

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